TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 447 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701329; 14988-8_0447 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 447 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701329?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 437 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701328; 14988-8_0437 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 437 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701328?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 402 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701326; 14988-8_0402 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 402 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701326?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 392 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701325; 14988-8_0392 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 392 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701325?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 319 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701324; 14988-8_0319 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 319 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 307 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701319; 14988-8_0307 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 307 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701319?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 590 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701311; 14988-8_0590 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 590 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 515 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701281; 14988-8_0515 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 515 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 217 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701280; 14988-8_0217 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 217 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701280?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 514 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701279; 14988-8_0514 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 514 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 215 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701264; 14988-8_0215 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 215 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 117 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701260; 14988-8_0117 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 117 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701260?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 214 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701240; 14988-8_0214 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 214 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701240?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 116 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701239; 14988-8_0116 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 116 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701239?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 251 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701230; 14988-8_0251 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 251 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701230?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 176 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701211; 14988-8_0176 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 176 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701211?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 114 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701205; 14988-8_0114 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 114 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701205?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 65 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701194; 14988-8_0065 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 65 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701194?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 126 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701171; 14988-8_0126 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 126 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701171?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 430 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701168; 14988-8_0430 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 430 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 389 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701156; 14988-8_0389 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 389 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 385 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701152; 14988-8_0385 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 385 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 350 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701140; 14988-8_0350 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 350 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701140?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 384 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701137; 14988-8_0384 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 384 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701137?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 76 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701123; 14988-8_0076 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 76 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701123?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 358 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701121; 14988-8_0358 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 358 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701121?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 302 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701120; 14988-8_0302 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 302 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 28 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701108; 14988-8_0028 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701108?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 584 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701092; 14988-8_0584 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 584 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701092?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 585 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701089; 14988-8_0585 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 585 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701089?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 26 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701078; 14988-8_0026 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701078?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 508 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701064; 14988-8_0508 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 508 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701064?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 473 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888701021; 14988-8_0473 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 473 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888701021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 471 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700996; 14988-8_0471 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 471 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700996?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 476 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700993; 14988-8_0476 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 476 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700993?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 429 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700978; 14988-8_0429 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 429 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700978?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 273 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700962; 14988-8_0273 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 273 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700962?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 428 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700959; 14988-8_0428 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 428 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700959?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 56 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700950; 14988-8_0056 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 56 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700950?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 211 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700942; 14988-8_0211 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 211 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 427 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700938; 14988-8_0427 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 427 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 426 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700884; 14988-8_0426 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 426 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 345 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700856; 14988-8_0345 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 345 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700856?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 159 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700837; 14988-8_0159 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 159 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 286 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700817; 14988-8_0286 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 286 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700817?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 423 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700805; 14988-8_0423 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 423 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700805?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 570 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700781; 14988-8_0570 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 570 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700781?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 544 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700747; 14988-8_0544 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 544 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700747?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 420 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700724; 14988-8_0420 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 420 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700724?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 495 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700711; 14988-8_0495 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 495 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700711?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 20 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700659; 14988-8_0020 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 382 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700644; 14988-8_0382 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 382 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700644?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 468 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700635; 14988-8_0468 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 468 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 379 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700618; 14988-8_0379 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 379 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700618?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 43 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700599; 14988-8_0043 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 43 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700599?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 320 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700575; 14988-8_0320 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 320 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700575?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 571 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700562; 14988-8_0571 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 571 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700562?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 528 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700539; 14988-8_0528 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 528 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700539?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 194 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700526; 14988-8_0194 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 194 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700526?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.+%5BPart+194+of+597%5D&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 531 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700488; 14988-8_0531 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 531 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700488?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 356 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700486; 14988-8_0356 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 356 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700486?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 254 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700416; 14988-8_0254 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 254 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700416?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 354 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700361; 14988-8_0354 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 354 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700361?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 376 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700355; 14988-8_0376 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 376 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700355?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 352 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700279; 14988-8_0352 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 352 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 131 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700269; 14988-8_0131 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 131 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700269?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 351 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700213; 14988-8_0351 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 351 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 82 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700203; 14988-8_0082 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 82 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700203?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 513 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700176; 14988-8_0513 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 513 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700176?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 349 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700153; 14988-8_0349 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 349 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700153?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 500 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700131; 14988-8_0500 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 500 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 199 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888700031; 14988-8_0199 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 199 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888700031?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 61 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699968; 14988-8_0061 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 61 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 296 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699906; 14988-8_0296 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 296 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 271 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699747; 14988-8_0271 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 271 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699747?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 290 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699687; 14988-8_0290 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 290 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 197 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699639; 14988-8_0197 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 197 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 583 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699602; 14988-8_0583 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 583 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 582 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699524; 14988-8_0582 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 582 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699524?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 97 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699476; 14988-8_0097 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 97 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699476?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 577 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699178; 14988-8_0577 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 577 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699178?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 574 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699102; 14988-8_0574 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 574 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 554 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888699028; 14988-8_0554 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 554 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888699028?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 551 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698949; 14988-8_0551 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 551 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 549 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698812; 14988-8_0549 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 549 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698812?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 505 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698458; 14988-8_0505 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 505 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698458?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 502 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698371; 14988-8_0502 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 502 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698371?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 274 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698187; 14988-8_0274 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 274 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698187?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 272 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698180; 14988-8_0272 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 272 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698180?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 466 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698164; 14988-8_0466 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 466 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 465 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698152; 14988-8_0465 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 465 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 464 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698136; 14988-8_0464 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 464 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698136?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 204 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698135; 14988-8_0204 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 204 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698135?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 203 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698133; 14988-8_0203 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 203 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698133?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 202 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698131; 14988-8_0202 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 202 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 201 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698129; 14988-8_0201 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 201 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 198 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698127; 14988-8_0198 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 198 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698127?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 155 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698123; 14988-8_0155 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 155 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698123?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 411 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698120; 14988-8_0411 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 411 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 318 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698118; 14988-8_0318 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 318 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698118?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 370 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698113; 14988-8_0370 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 370 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 152 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698112; 14988-8_0152 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 152 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 124 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698107; 14988-8_0124 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 124 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698107?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 369 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698106; 14988-8_0369 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 369 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698106?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 525 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698092; 14988-8_0525 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 525 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698092?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 367 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698089; 14988-8_0367 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 367 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698089?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 225 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698087; 14988-8_0225 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 225 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698087?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 481 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698086; 14988-8_0481 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 481 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698086?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 301 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698084; 14988-8_0301 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 301 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698084?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 325 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698082; 14988-8_0325 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 325 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 173 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698081; 14988-8_0173 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 173 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698081?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 509 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698076; 14988-8_0509 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 509 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 73 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698065; 14988-8_0073 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 73 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698065?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 253 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698063; 14988-8_0253 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 253 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 314 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698062; 14988-8_0314 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 314 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 344 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698060; 14988-8_0344 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 344 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 102 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698054; 14988-8_0102 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 102 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698054?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 252 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698051; 14988-8_0252 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 252 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698051?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 343 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698049; 14988-8_0343 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 343 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698049?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 109 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698046; 14988-8_0109 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 109 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698046?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 596 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698043; 14988-8_0596 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 596 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698043?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 342 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698040; 14988-8_0342 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 342 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698040?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 524 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698037; 14988-8_0524 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 524 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698037?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 529 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698036; 14988-8_0529 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 529 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698036?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 178 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698035; 14988-8_0178 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 178 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698035?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 341 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698034; 14988-8_0341 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 341 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698034?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 521 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698032; 14988-8_0521 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 521 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698032?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 216 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698030; 14988-8_0216 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 216 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698030?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 55 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698018; 14988-8_0055 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 55 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698018?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 543 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888698012; 14988-8_0543 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 543 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888698012?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 387 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697997; 14988-8_0387 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 387 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697997?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 1 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697987; 14988-8_0001 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 193 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697968; 14988-8_0193 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 193 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697968?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 168 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697938; 14988-8_0168 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 168 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697938?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 282 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697909; 14988-8_0282 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 282 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697909?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 52 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697899; 14988-8_0052 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 52 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 14 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697865; 14988-8_0014 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697865?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 51 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697843; 14988-8_0051 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 51 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 280 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697806; 14988-8_0280 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 280 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 555 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697790; 14988-8_0555 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 555 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697790?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 120 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697781; 14988-8_0120 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 120 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697781?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 50 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697780; 14988-8_0050 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 50 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 278 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697755; 14988-8_0278 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 278 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 119 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697736; 14988-8_0119 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 119 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697736?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 569 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697732; 14988-8_0569 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 569 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697732?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 24 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697718; 14988-8_0024 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697718?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 72 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697709; 14988-8_0072 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 72 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697709?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 568 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697705; 14988-8_0568 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 568 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697705?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 23 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697686; 14988-8_0023 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697686?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 69 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697676; 14988-8_0069 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 69 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697676?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 21 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697651; 14988-8_0021 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697651?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 68 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697635; 14988-8_0068 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 68 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=Age+and+Ageing&rft.issn=00020729&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 30 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697623; 14988-8_0030 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 30 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 19 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697609; 14988-8_0019 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 564 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697567; 14988-8_0564 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 564 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697567?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 243 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697507; 14988-8_0243 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 243 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697507?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 242 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697451; 14988-8_0242 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 242 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697451?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 451 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697357; 14988-8_0451 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 451 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 539 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697343; 14988-8_0539 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 539 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697343?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 404 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697312; 14988-8_0404 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 404 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697312?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 323 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697271; 14988-8_0323 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 323 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697271?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 536 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697251; 14988-8_0536 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 536 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 230 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697185; 14988-8_0230 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 230 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 417 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697132; 14988-8_0417 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 417 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697132?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 492 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697095; 14988-8_0492 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 492 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697095?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 491 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888697037; 14988-8_0491 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 491 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888697037?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 496 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696992; 14988-8_0496 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 496 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696992?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 489 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696932; 14988-8_0489 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 489 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696932?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 448 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696899; 14988-8_0448 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 448 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 195 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696895; 14988-8_0195 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 195 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 472 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696881; 14988-8_0472 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 472 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696881?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 328 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696875; 14988-8_0328 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 328 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696875?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 422 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696823; 14988-8_0422 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 422 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696823?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 248 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696822; 14988-8_0248 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 248 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696822?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 44 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696803; 14988-8_0044 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 44 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696803?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 247 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696795; 14988-8_0247 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 247 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 441 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696794; 14988-8_0441 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 441 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696794?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 388 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696777; 14988-8_0388 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 388 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696777?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 246 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696768; 14988-8_0246 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 246 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696768?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 177 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696743; 14988-8_0177 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 177 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696743?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 245 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696741; 14988-8_0245 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 245 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696741?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 377 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696732; 14988-8_0377 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 377 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696732?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2001-05-01&rft.volume=18&rft.issue=3&rft.spage=539&rft.isbn=&rft.btitle=&rft.title=CALICO+Journal&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 445 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696727; 14988-8_0445 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 445 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696727?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 29 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696705; 14988-8_0029 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696705?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=16&rft.issue=2&rft.spage=77&rft.isbn=&rft.btitle=&rft.title=Quarterly+Review+of+Distance+Education&rft.issn=15283518&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 240 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696700; 14988-8_0240 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 240 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 396 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696694; 14988-8_0396 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 396 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696694?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 327 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696685; 14988-8_0327 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 327 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696685?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 303 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696681; 14988-8_0303 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 303 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696681?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 440 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696680; 14988-8_0440 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 440 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696680?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 313 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696656; 14988-8_0313 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 313 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696656?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 326 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696634; 14988-8_0326 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 326 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 395 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696600; 14988-8_0395 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 395 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696600?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 586 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696594; 14988-8_0586 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 586 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696594?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 239 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696589; 14988-8_0239 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 239 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696589?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 322 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696566; 14988-8_0322 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 322 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696566?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 576 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696561; 14988-8_0576 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 576 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696561?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 595 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696548; 14988-8_0595 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 595 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 317 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696525; 14988-8_0317 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 317 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696525?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 511 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696522; 14988-8_0511 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 511 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696522?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 237 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696518; 14988-8_0237 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 237 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 594 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696509; 14988-8_0594 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 594 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696509?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 263 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696507; 14988-8_0263 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 263 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696507?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 501 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696479; 14988-8_0501 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 501 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 235 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696472; 14988-8_0235 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 235 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 262 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696450; 14988-8_0262 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 262 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696450?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 519 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696428; 14988-8_0519 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 519 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696428?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 593 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696417; 14988-8_0593 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 593 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696417?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 227 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696402; 14988-8_0227 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 227 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696402?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 444 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696400; 14988-8_0444 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 444 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 200 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696399; 14988-8_0200 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 200 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696399?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 518 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696392; 14988-8_0518 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 518 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 443 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696381; 14988-8_0443 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 443 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696381?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 220 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696378; 14988-8_0220 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 220 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 160 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696376; 14988-8_0160 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 160 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696376?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 231 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696369; 14988-8_0231 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 231 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696369?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 399 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696362; 14988-8_0399 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 399 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 59 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696359; 14988-8_0059 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 59 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696359?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 224 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696357; 14988-8_0224 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 224 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 316 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696356; 14988-8_0316 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 316 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 188 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696349; 14988-8_0188 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 188 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696349?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 218 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696345; 14988-8_0218 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 218 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 49 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696341; 14988-8_0049 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 49 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 167 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696307; 14988-8_0167 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 167 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696307?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 55 INTERCHANGE AT E.H. CRUMP BOULEVARD AND SOUTH RIVERSIDE BOULEVARD IN MEMPHIS, SHELBY COUNTY, TENNESSEE. [Part 1 of 1] T2 - INTERSTATE 55 INTERCHANGE AT E.H. CRUMP BOULEVARD AND SOUTH RIVERSIDE BOULEVARD IN MEMPHIS, SHELBY COUNTY, TENNESSEE. AN - 888696300; 14985-5_0001 AB - PURPOSE: The improvement of the Interstate 55 (I-55) interchange at E.H. Crump Boulevard (State Route 15/US 64) and South Riverside Boulevard on the western edge of Memphis, Shelby County, Tennessee is proposed. I-55 is a major north-south corridor and is utilized by high volumes of local commuters and through traffic, including commercial truck traffic. The outdated cloverleaf design of the I-55 interchange poses multiple safety and efficiency problems. The project area consists of a 500-foot corridor along the existing I-55 alignment extending 1.5 miles from the Mississippi River Bridge River Bridge in Memphis to near McLemore Avenue. Five alternatives, including a No-Build Alternative, are considered in this final EIS. Alternatives A and B would modify the interchange to improve traffic movements along and between the I-55 and McLemore interchange and the Mississippi River Bridge. Under Alternative B, southbound I-55 motorists would be provided continuous access to E.H. Crump Boulevard via an outside auxiliary road that would cross under the four-lane mainline structure. Both alternatives would include flyover bridges for the main lanes of I-55 configured with a design speed of 50 miles per hour. Two additional alternatives were developed in order to have a facility that does not force through traffic to enter the French Fort Neighborhood, provides secondary access in and out of the French Fort Neighborhood area, and removes the clover leaf ramps associated with the existing interchange. Alternative Z would add a roundabout in the area that currently contains the cloverleaf ramps. A secondary connector road that attaches the roundabout to the eastern end of Illinois Avenue in the French Fort Neighborhood would provide improved access for residents and local business traffic. Alternative Z-1, which is the preferred alternative, would shift the I-55 through traffic lanes slightly eastward near the adjacent Hershey Foods, Inc. facilities to fully avoid the residences and businesses in the French Fort Neighborhood area. Alternative Z-1 would provide the same general roundabout layout as Alternative Z, with slight variation in the layout of the ramps and connector roads to accommodate the shifting of the I-55 through lanes. Total estimated project costs for Alternative Z-1 are estimated at $33.3 million. POSITIVE IMPACTS: Implementation would resolve safety and capacity issues at the I-55/Crump Boulevard interchange. These improvements would provide: long-term beneficial impacts to I-55 traffic flows and route continuity; improved connections between I-55 and local roadways; and improved access between the French Fort Neighborhood area and areas east of I-55 including downtown Memphis. Noise impacts would be reduced when compared to the existing conditions due to the shifting of I-55 slightly eastward and away from residences. NEGATIVE IMPACTS: New right-of-way for the preferred alternative would require the acquisition of a small portion of a parking lot owned by Hershey Foods, Inc. A mitigation plan would replace all parking spaces lost through restriping the remaining parking lot and possible use of adjacent vacant property. Direct access to Metal Museum Drive would be eliminated, but the new access to Alston Avenue would provide needed connections to the area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0199D, Volume 33, Number 2. JF - EPA number: 110225, 168 pages and maps, July 22, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696300?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.title=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 141 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696296; 14988-8_0141 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 141 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 75 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696280; 14988-8_0075 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 75 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696280?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 67 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696260; 14988-8_0067 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 67 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696260?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 597 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696259; 14988-8_0597 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 597 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 140 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696252; 14988-8_0140 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 140 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 125 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696237; 14988-8_0125 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 125 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696237?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 139 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696227; 14988-8_0139 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 139 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 469 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696211; 14988-8_0469 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 469 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696211?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 138 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696196; 14988-8_0138 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 138 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 424 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696194; 14988-8_0424 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 424 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696194?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 456 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696182; 14988-8_0456 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 456 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696182?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 223 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696180; 14988-8_0223 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 223 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696180?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 305 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696176; 14988-8_0305 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 305 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696176?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 174 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696175; 14988-8_0174 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 174 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 279 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696171; 14988-8_0279 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 279 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696171?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 407 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696168; 14988-8_0407 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 407 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 171 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696166; 14988-8_0171 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 171 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696166?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 578 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696164; 14988-8_0578 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 578 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 391 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696162; 14988-8_0391 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 391 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696162?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 92 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696161; 14988-8_0092 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 92 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696161?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 406 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696160; 14988-8_0406 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 406 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696160?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 170 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696159; 14988-8_0170 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 170 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 550 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696158; 14988-8_0550 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 550 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 438 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696157; 14988-8_0438 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 438 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696157?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 563 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696156; 14988-8_0563 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 563 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 306 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696155; 14988-8_0306 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 306 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696155?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 373 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696154; 14988-8_0373 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 373 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696154?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 470 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696152; 14988-8_0470 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 470 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 122 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696151; 14988-8_0122 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 122 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696151?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 503 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696150; 14988-8_0503 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 503 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 304 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696147; 14988-8_0304 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 304 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696147?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 419 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696145; 14988-8_0419 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 419 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 478 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696143; 14988-8_0478 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 478 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696143?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 484 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696142; 14988-8_0484 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 484 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 309 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696140; 14988-8_0309 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 309 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696140?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 589 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696137; 14988-8_0589 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 589 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696137?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 347 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696127; 14988-8_0347 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 347 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696127?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 89 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696124; 14988-8_0089 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 89 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696124?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 591 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696120; 14988-8_0591 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 591 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 516 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696107; 14988-8_0516 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 516 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696107?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 212 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696106; 14988-8_0212 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 212 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696106?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 374 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696105; 14988-8_0374 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 374 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696105?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 113 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696104; 14988-8_0113 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 113 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696104?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 42 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696102; 14988-8_0042 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 42 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 165 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696101; 14988-8_0165 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 165 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696101?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 270 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696100; 14988-8_0270 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 270 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696100?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 338 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696099; 14988-8_0338 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 338 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696099?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 41 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696096; 14988-8_0041 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 41 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696096?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 337 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696092; 14988-8_0337 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 337 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696092?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 151 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696091; 14988-8_0151 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 151 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696091?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 559 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696090; 14988-8_0559 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 559 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 40 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696089; 14988-8_0040 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 40 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696089?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 258 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696088; 14988-8_0258 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 258 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696088?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 64 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696087; 14988-8_0064 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 64 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696087?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 475 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696086; 14988-8_0475 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 475 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696086?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 289 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696085; 14988-8_0289 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 289 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696085?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 112 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696084; 14988-8_0112 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 112 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696084?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 62 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696082; 14988-8_0062 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 62 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 545 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696081; 14988-8_0545 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 545 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696081?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 257 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696079; 14988-8_0257 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 257 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 573 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696077; 14988-8_0573 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 573 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696077?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 363 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696076; 14988-8_0363 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 363 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 534 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696074; 14988-8_0534 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 534 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696074?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 37 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696073; 14988-8_0037 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 37 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696073?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 196 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696072; 14988-8_0196 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 196 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696072?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 353 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696071; 14988-8_0353 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 353 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696071?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 562 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696070; 14988-8_0562 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 562 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696070?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 336 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696069; 14988-8_0336 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 336 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696069?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 533 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696068; 14988-8_0533 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 533 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 13 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696067; 14988-8_0013 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696067?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 295 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696064; 14988-8_0295 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 295 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696064?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 332 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696063; 14988-8_0332 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 332 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696063?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 497 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696062; 14988-8_0497 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 497 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696062?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 12 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696061; 14988-8_0012 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696061?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 146 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696060; 14988-8_0146 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 146 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 537 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696058; 14988-8_0537 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 537 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696058?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 552 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696057; 14988-8_0552 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 552 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 485 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696056; 14988-8_0485 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 485 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696056?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 11 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696050; 14988-8_0011 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696050?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 137 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696045; 14988-8_0137 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 137 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696045?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 498 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696041; 14988-8_0498 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 498 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 134 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696032; 14988-8_0134 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 134 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696032?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 487 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696029; 14988-8_0487 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 487 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696029?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 558 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696024; 14988-8_0558 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 558 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696024?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 256 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696020; 14988-8_0256 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 256 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 96 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696018; 14988-8_0096 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 96 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696018?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 9 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696017; 14988-8_0009 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696017?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 553 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696013; 14988-8_0553 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 553 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696013?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 182 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696004; 14988-8_0182 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 182 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696004?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 104 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888696002; 14988-8_0104 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 104 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888696002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 145 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695999; 14988-8_0145 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 145 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695999?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 185 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695996; 14988-8_0185 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 185 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695996?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 34 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695986; 14988-8_0034 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 34 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 46 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695976; 14988-8_0046 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 46 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 18 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695970; 14988-8_0018 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 18 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695970?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 16 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695957; 14988-8_0016 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 255 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695949; 14988-8_0255 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 255 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 5 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695944; 14988-8_0005 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695944?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 181 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695906; 14988-8_0181 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 181 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 135 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695889; 14988-8_0135 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 135 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 132 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695876; 14988-8_0132 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 132 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695876?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 36 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695844; 14988-8_0036 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 36 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695844?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 405 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695842; 14988-8_0405 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 405 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695842?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 359 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695824; 14988-8_0359 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 359 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695824?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 482 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695775; 14988-8_0482 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 482 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695775?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 3 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695771; 14988-8_0003 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695771?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 128 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695740; 14988-8_0128 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 128 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695740?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 81 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695734; 14988-8_0081 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 81 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695734?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. [Part 32 of 597] T2 - I-69 EVANSVILLE TO INDIANAPOLIS TIER 2 SECTION 4 PROJECT, CRANE NAVAL SURFACE WARFARE CENTER TO BLOOMINGTON, GREENE AND MONROE COUNTIES, INDIANA. AN - 888695719; 14988-8_0032 AB - PURPOSE: The construction of Section 4 of Interstate 69 (I-69) in Indiana, part of the federally-approved I-69 Evansville-to-Indianapolis project, is proposed. The termini of Section 4, as approved in the March 2004 Tier 1 Record of Decision for the I-69 project, are US 231 in Greene County near Crane Naval Surface Warfare Center (NSWC) and State Road 37 (SR 37) south of Bloomington in Monroe County. The 27-mile project corridor was divided into eight segments for development of alternative alignments and interchange options. This final EIS analyzes four end-to-end alternatives along with three interchange options. Initial design criteria for the preferred alternative, which is a refinement of Alternative 2, specify construction of a new freeway section with two 12-foot wide lanes in each direction separated by a 60-foot wide depressed median. The median would include two five-foot wide usable inside shoulders and to the outside of each pair of travel lanes there would be a minimum 35-foot wide outside clear zone containing 11-foot wide shoulders. The average right-of-way width using initial design criteria is approximately 500 feet; however, the right-of-way widths would vary from 300 feet to over 850 feet depending on alignment, terrain features, and local access treatments. Low-cost design criteria under consideration would provide a mainline typical cross section similar to the initial design criteria, but would use a 30-foot wide outside clear zone containing 11-foot wide usable shoulders. The low-cost design criteria would also consider alternative length of grade criteria, rock cut slope treatment, fill slope treatments, and different pavement materials. The average right-of-way width for the low-cost design criteria is approximately 380 feet; but the right-of-way widths would vary from about 270 feet to 700 feet. Section 4 would have interchanges at SR 45, the South Connector Road at the Greene/Monroe county line, and SR 37. Project cost in 2010 dollars is estimated at $532 million using low-cost design criteria and at $733 million using initial design criteria. POSITIVE IMPACTS: The new section of freeway would improve accessibility, reduce congestion, and enhance safety in the study area with consequent benefits to the local economy. NEGATIVE IMPACTS: Construction of the preferred alternative would require 1,456 to 1,809 acres of new right-of-way and would impact 356 to 461 acres of farmland, 874 to 1,091 acres of forest, 93,196 to 111,247 linear feet of streams, 5.3 to 9.6 acres of wetlands, and 36 to 51 acres of floodplain. Indiana bat may be adversely affected, but construction would not jeopardize the continued existence of the species. Displacements would include 71 to 75 residences and four businesses. Noise impacts would affect 88 to 90 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). PRIOR REFERENCES: For the abstracts of the Tier 1 draft and final EISs on the overall project, see 02-0443D, Volume 26, Number 4 and 04-0223F, Volume 28, Number 2, respectively. For the abstract of the draft EIS, see 10-0483, Volume 34, Number 2. JF - EPA number: 110228, Final EIS--1,830 pages and maps, Appendices and Comments/Responses--on DVD, July 22, 2011 PY - 2011 VL - 32 KW - Roads and Railroads KW - Air Quality Assessments KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/888695719?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.title=I-69+EVANSVILLE+TO+INDIANAPOLIS+TIER+2+SECTION+4+PROJECT%2C+CRANE+NAVAL+SURFACE+WARFARE+CENTER+TO+BLOOMINGTON%2C+GREENE+AND+MONROE+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 55 INTERCHANGE AT E.H. CRUMP BOULEVARD AND SOUTH RIVERSIDE BOULEVARD IN MEMPHIS, SHELBY COUNTY, TENNESSEE. AN - 884408342; 14985 AB - PURPOSE: The improvement of the Interstate 55 (I-55) interchange at E.H. Crump Boulevard (State Route 15/US 64) and South Riverside Boulevard on the western edge of Memphis, Shelby County, Tennessee is proposed. I-55 is a major north-south corridor and is utilized by high volumes of local commuters and through traffic, including commercial truck traffic. The outdated cloverleaf design of the I-55 interchange poses multiple safety and efficiency problems. The project area consists of a 500-foot corridor along the existing I-55 alignment extending 1.5 miles from the Mississippi River Bridge River Bridge in Memphis to near McLemore Avenue. Five alternatives, including a No-Build Alternative, are considered in this final EIS. Alternatives A and B would modify the interchange to improve traffic movements along and between the I-55 and McLemore interchange and the Mississippi River Bridge. Under Alternative B, southbound I-55 motorists would be provided continuous access to E.H. Crump Boulevard via an outside auxiliary road that would cross under the four-lane mainline structure. Both alternatives would include flyover bridges for the main lanes of I-55 configured with a design speed of 50 miles per hour. Two additional alternatives were developed in order to have a facility that does not force through traffic to enter the French Fort Neighborhood, provides secondary access in and out of the French Fort Neighborhood area, and removes the clover leaf ramps associated with the existing interchange. Alternative Z would add a roundabout in the area that currently contains the cloverleaf ramps. A secondary connector road that attaches the roundabout to the eastern end of Illinois Avenue in the French Fort Neighborhood would provide improved access for residents and local business traffic. Alternative Z-1, which is the preferred alternative, would shift the I-55 through traffic lanes slightly eastward near the adjacent Hershey Foods, Inc. facilities to fully avoid the residences and businesses in the French Fort Neighborhood area. Alternative Z-1 would provide the same general roundabout layout as Alternative Z, with slight variation in the layout of the ramps and connector roads to accommodate the shifting of the I-55 through lanes. Total estimated project costs for Alternative Z-1 are estimated at $33.3 million. POSITIVE IMPACTS: Implementation would resolve safety and capacity issues at the I-55/Crump Boulevard interchange. These improvements would provide: long-term beneficial impacts to I-55 traffic flows and route continuity; improved connections between I-55 and local roadways; and improved access between the French Fort Neighborhood area and areas east of I-55 including downtown Memphis. Noise impacts would be reduced when compared to the existing conditions due to the shifting of I-55 slightly eastward and away from residences. NEGATIVE IMPACTS: New right-of-way for the preferred alternative would require the acquisition of a small portion of a parking lot owned by Hershey Foods, Inc. A mitigation plan would replace all parking spaces lost through restriping the remaining parking lot and possible use of adjacent vacant property. Direct access to Metal Museum Drive would be eliminated, but the new access to Alston Avenue would provide needed connections to the area. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0199D, Volume 33, Number 2. JF - EPA number: 110225, 168 pages and maps, July 22, 2011 PY - 2011 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Noise Assessments KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884408342?accountid=14244 L2 - http://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=2011-07-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.title=INTERSTATE+55+INTERCHANGE+AT+E.H.+CRUMP+BOULEVARD+AND+SOUTH+RIVERSIDE+BOULEVARD+IN+MEMPHIS%2C+SHELBY+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 24 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843699; 14979-9_0024 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 23 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843695; 14979-9_0023 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843695?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 22 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843684; 14979-9_0022 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 21 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843679; 14979-9_0021 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843679?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 4 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843673; 14979-9_0004 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843673?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 3 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843666; 14979-9_0003 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843666?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 2 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843660; 14979-9_0002 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843660?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 1 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843654; 14979-9_0001 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843654?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 15 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884843647; 14983-3_0015 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884843647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 14 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884843641; 14983-3_0014 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884843641?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 25 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843598; 14979-9_0025 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843598?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 20 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843588; 14979-9_0020 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843588?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 19 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843582; 14979-9_0019 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843582?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 18 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843576; 14979-9_0018 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 18 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843576?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 17 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843566; 14979-9_0017 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843566?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 16 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884843559; 14979-9_0016 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884843559?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 11 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884843552; 14983-3_0011 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884843552?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 10 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884843542; 14983-3_0010 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884843542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 38 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842788; 14983-3_0038 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842788?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 15 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842774; 14979-9_0015 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842774?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 14 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842747; 14979-9_0014 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842747?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 37 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842741; 14983-3_0037 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842741?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 13 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842725; 14979-9_0013 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842725?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 12 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842700; 14979-9_0012 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 8 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842693; 14983-3_0008 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 11 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842675; 14979-9_0011 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 7 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842672; 14983-3_0007 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 13 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842650; 14983-3_0013 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842650?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 8 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842631; 14979-9_0008 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 12 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842627; 14983-3_0012 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 7 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842619; 14979-9_0007 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842619?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 10 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842617; 14979-9_0010 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 6 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842612; 14979-9_0006 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842612?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 4 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842602; 14983-3_0004 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 9 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842598; 14979-9_0009 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842598?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. [Part 5 of 25] T2 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 884842592; 14979-9_0005 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/884842592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 3 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842583; 14983-3_0003 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842583?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 2 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842559; 14983-3_0002 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842559?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 35 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842556; 14983-3_0035 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842556?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 1 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842534; 14983-3_0001 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 33 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842532; 14983-3_0033 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842532?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 34 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842521; 14983-3_0034 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842521?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 32 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842496; 14983-3_0032 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 31 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842469; 14983-3_0031 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842469?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 20 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842460; 14983-3_0020 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 30 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842415; 14983-3_0030 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842415?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 29 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842376; 14983-3_0029 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842376?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 19 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842331; 14983-3_0019 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 18 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842304; 14983-3_0018 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842304?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 17 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842263; 14983-3_0017 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842263?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 16 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884842192; 14983-3_0016 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884842192?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 24 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841699; 14983-3_0024 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841699?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 23 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841698; 14983-3_0023 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841698?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 28 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841697; 14983-3_0028 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 27 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841696; 14983-3_0027 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 22 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841695; 14983-3_0022 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841695?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 26 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841694; 14983-3_0026 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841694?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 25 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841693; 14983-3_0025 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 21 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841692; 14983-3_0021 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 6 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884841617; 14983-3_0006 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884841617?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. [Part 9 of 38] T2 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884840473; 14983-3_0009 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884840473?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ALASKAN WAY VIADUCT (STATE ROUTE 99) REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 884114564; 14983 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route 99) between S. Royal Brougham Way and Roy Street in downtown Seattle, King County, Washington is proposed. The viaduct sustained damage during the February 2001 Nisqually earthquake and is seismically vulnerable and at the end of its useful life. A March 2004 draft EIS analyzed five build alternatives and a No Build Alternative. The number of build alternatives was reduced to two in the 2006 supplemental draft EIS and a new Bored Tunnel Alternative was proposed in 2009 and comparatively evaluated in the 2010 second supplemental draft EIS. This final EIS evaluates the No Build Alternative in addition to the Bored Tunnel Alternative, Cut-and-Cover Tunnel Alternative, and Elevated Structure Alternative, each with and without tolls. The preferred Bored Tunnel Alternative would replace State Route 99 (SR 99) with a tunnel that would have two lanes in each direction. Southbound lanes would be located on the top portion of the tunnel, and the northbound lanes would be located on the bottom. Travel lanes would be 11 feet wide, with a two-foot-wide shoulder on one side and an eight-foot-wide shoulder on the other side. Unlike the existing connections, ramps to and from Columbia and Seneca Streets or Elliott and Western Avenues would not be provided. Access to and from SR 99 in the south portal area would be provided with new ramps at S. Royal Brougham Way and Alaskan Way South. A new signalized intersection at Alaskan Way South and S. Dearborn Street would provide access to and from East Marginal Way South, which would run along the west side of SR 99. A tunnel operations building would be constructed in the block bounded by S. Dearborn Street, Railroad Way South, and Alaskan Way South. In the north portal area, access would be provided with new ramps near Harrison and Republican Streets. Surface streets would be rebuilt and improved in the north portal area and a tunnel operations building would be constructed between Thomas and Harrison Streets on the east side of Sixth Avenue North. The Bored Tunnel Alternative would remove the viaduct along the Seattle waterfront and would close and fill the Battery Street Tunnel after the bored tunnel is constructed. Construction would take about 5.4 years and $2.8 billion of state funding has been committed. If tolling is not implemented, $400 million in funding would be needed from another source. POSITIVE IMPACTS: The structurally unsound viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility, safety, and accessibility for travelers and freight interests. Implementation would protect the integrity and viability of adjacent activities on the central waterfront and in downtown Seattle. Once the viaduct is removed, views to and from the waterfront would be improved. Traffic-generated noise levels, which approach or exceed criteria at 41 of the 70 sites modeled for the study, would be reduced. NEGATIVE IMPACTS: The Bored Tunnel Alternative would require: partial or full acquisition of 12 commercial properties and 55 subsurface parcels; removal of four buildings and the relocation or displacement of 152 workers; removal of 390 parking spaces; and demolition of the existing viaduct and the Battery Street tunnel, both of which are eligible for listing on the National Register of Historic Places. During construction, SR 99 would be restricted for 52 months and closed for three weeks. Individual Puget Sound chinook salmon in the adjacent Elliott Bay could be affected. 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 EIS and the first and second supplemental draft EISs, see 04-0469D, Volume 28, Number 4, 06-0574D, Volume 30, Number 4 and 10-0506D, Volume 34, Number 2, respectively. JF - EPA number: 110223, Final EIS--286 pages (Oversized), Technical Reports--CD-ROM, July 15, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-F KW - Demolition KW - Earthquakes KW - Fish KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Underground Structures KW - Visual Resources Surveys KW - Elliott Bay KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884114564?accountid=14244 L2 - http://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=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=ALASKAN+WAY+VIADUCT+%28STATE+ROUTE+99%29+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAST LINK LIGHT RAIL TRANSIT PROJECT, SEATTLE, KING COUNTY, WASHINGTON. AN - 16385746; 14979 AB - PURPOSE: An 18-mile extension of light rail transit (LRT) in the Central Puget Sound metropolitan region of King County, Washington is proposed. The East Link LRT Project would connect to Central Puget Sound Regional Transit Authoritys Central Link at the International District/Chinatown Station, and then travel east across Lake Washington via Interstate 90 (I90) to Mercer Island, Downtown Bellevue, and Bel-Red/Overlake, terminating in Downtown Redmond. The project corridor has been divided into five segments along distinct geographic boundaries and this final EIS considers 24 build alternatives, a No Build Alternative, and four maintenance facility alternatives. A total of 19 station options exist in the five segments. Segment A would connect downtown Seattle to Mercer Island and South Bellevue via I-90. The preferred 112th SE Modified Alternative (B2M) for Segment B would leave the I-90 center roadway at Bellevue Way SE and continue north adjacent to Bellevue Way SE and then along 112th Avenue SE to approximately SE 6th Street. Two preferred alternatives for Segment C, the 108th NE At-Grade Alternative (C11A) and the110th NE Tunnel Alternative (C9T), would travel through downtown Bellevue between approximately SE 6th and NE 12th Streets on either an at-grade or tunnel profile. Segment D, Bel-Red/Overlake, would travel from the I-405 crossing to the Overlake Transit Center through the Bel-Red corridor. Two design options are associated with the preferred NE 16th At-Grade Alternative (D2A): the 120th Station Design Option, which involves changes in vertical profile at the 120th Station; and the NE 24th Design Option, which involves a route change along NE 24th Street and 152nd Avenue NE and a different location for the Overlake Village Station. Segment E, Downtown Redmond, would travel from Overlake Transit Center via the State Route 520 corridor until West Lake Sammamish Parkway and then proceed by way of Marymoor Park through Downtown Redmond via the former BNSF Railway corridor to the termination point at the Downtown Redmond Station. Total costs for the preferred alternatives for all segments are estimated in 2007 dollars at $2.9 to $3.4 billion if preferred alternative C11A is selected, or $3.1 to $3.7 billion if preferred alternative C9T is selected. Construction is expected to start in 2015, with operation under way between 2022 and 2023. Segment E to Downtown Redmond would be constructed after 2023. POSITIVE IMPACTS: The East Link LRT system would expand capacity and improve the speed and reliability of the regional transportation network. Diversion of commuters and other travelers from automobiles to cleaner, more efficient rail transport would reduce congestion on regional highways and roads and reduce future air pollutant emissions. NEGATIVE IMPACTS: Implementation of the project-wide preferred alternatives would: adversely affect levels of service at 11 to 13 traffic intersections; displace 49 residences and 59 to 81 businesses; impact 0.7 acres of wetlands and 2.6 to 3.0 acres of wildlife habitat; create noise impacts to 367 to 445 receptors; permanently impact 5.8 to 6.0 acres of parks; and affect one or two historic properties. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 09-0079D, Volume 33, Number 1 and 10-0509D, Volume 34, Number 2, respectively. JF - EPA number: 110219, Executive Summary--78 pages, Final EIS--640 pages on DVD, Appendices--DVD, July 15, 2011 PY - 2011 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Central Business Districts KW - Easements KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Wastes KW - Historic Sites KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Open Space KW - Parks KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Section 6(f) Statements KW - Transportation KW - Transportation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding 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/16385746?accountid=14244 L2 - http://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=2011-07-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LINK+LIGHT+RAIL+TRANSIT+PROJECT%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 20 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884419682; 14973-3_0020 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 20 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419682?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 19 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884419677; 14973-3_0019 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 19 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419677?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 18 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884419671; 14973-3_0018 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 18 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 17 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884419663; 14973-3_0017 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 17 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 16 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884419651; 14973-3_0016 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 16 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419651?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 15 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884419644; 14973-3_0015 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 15 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419644?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 14 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884419637; 14973-3_0014 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 14 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419637?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 17 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884419631; 14976-6_0017 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 16 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884419623; 14976-6_0016 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 15 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884419616; 14976-6_0015 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 13 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884417282; 14973-3_0013 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 13 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417282?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 12 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884417263; 14973-3_0012 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 12 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417263?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 11 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884417220; 14973-3_0011 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 11 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 10 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884417201; 14973-3_0010 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 10 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 9 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884417174; 14973-3_0009 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 9 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417174?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 8 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884417145; 14973-3_0008 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 8 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 7 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884417104; 14973-3_0007 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 7 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417104?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN. [Part 2 of 2] T2 - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN. AN - 884417066; 14975-5_0002 AB - PURPOSE: Transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg in Dane County, Wisconsin are proposed. This final EIS presents the preferred alternative which would involve a staged implementation of two of the alternatives presented in the draft EIS of March 2004. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west through the Whitney Way interchange. Four lanes southbound and three lanes northbound would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Sidewalks would be constructed on the north and south sides of County PD and the Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. It is anticipated that Stage 3 would be constructed near 2030 when operation and safety needs warrant the infrastructure investment. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 free-flow system interchange with depressed US 151 ramps would be constructed east of the Verona Road single-point interchange. Respective costs for the three stages are estimated at $109.5 million to $121.1 million, $46.7 million to $52.7 million, and $206.9 million to $228.5 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance motorized travel and provide bicycle/pedestrian lanes within the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 24.1 acres of new right-of-way would result in displacement of 64 residential and 36 businesses for all stages. Construction crews would encounter 19 hazardous materials sites. The cohesion of several neighborhoods would be affected and impacts to minority and low-income populations would be disproportionate. Noise impacts to 460 receptors would exceed criteria. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 04-0440D, Volume 28, Number 4 and 10-0494D, Volume 34, Number 2, respectively. JF - EPA number: 110215, Final EIS (Volume 1)--482 pages and maps, Appendices (Volume 2)--553 pages, July 8, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-03-02-F KW - Environmental Justice KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Minorities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417066?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN. [Part 1 of 2] T2 - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN. AN - 884417014; 14975-5_0001 AB - PURPOSE: Transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg in Dane County, Wisconsin are proposed. This final EIS presents the preferred alternative which would involve a staged implementation of two of the alternatives presented in the draft EIS of March 2004. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west through the Whitney Way interchange. Four lanes southbound and three lanes northbound would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Sidewalks would be constructed on the north and south sides of County PD and the Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. It is anticipated that Stage 3 would be constructed near 2030 when operation and safety needs warrant the infrastructure investment. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 free-flow system interchange with depressed US 151 ramps would be constructed east of the Verona Road single-point interchange. Respective costs for the three stages are estimated at $109.5 million to $121.1 million, $46.7 million to $52.7 million, and $206.9 million to $228.5 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance motorized travel and provide bicycle/pedestrian lanes within the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 24.1 acres of new right-of-way would result in displacement of 64 residential and 36 businesses for all stages. Construction crews would encounter 19 hazardous materials sites. The cohesion of several neighborhoods would be affected and impacts to minority and low-income populations would be disproportionate. Noise impacts to 460 receptors would exceed criteria. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 04-0440D, Volume 28, Number 4 and 10-0494D, Volume 34, Number 2, respectively. JF - EPA number: 110215, Final EIS (Volume 1)--482 pages and maps, Appendices (Volume 2)--553 pages, July 8, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-03-02-F KW - Environmental Justice KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Minorities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884417014?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 6 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884416584; 14973-3_0006 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 6 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416584?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 5 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884416528; 14973-3_0005 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 5 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416528?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 4 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884416496; 14973-3_0004 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 4 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 3 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884416475; 14973-3_0003 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 3 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 2 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884416459; 14973-3_0002 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 2 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416459?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 1 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884416371; 14973-3_0001 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416371?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 6 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884416342; 14976-6_0006 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416342?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 5 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884416322; 14976-6_0005 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416322?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 4 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884416303; 14976-6_0004 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 3 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884416288; 14976-6_0003 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 2 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884416265; 14976-6_0002 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416265?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 1 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884416248; 14976-6_0001 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. [Part 21 of 21] T2 - THEODORE FRANCIS GREEN AIRPORT IMPROVEMENT PROGRAM, CITY OF WARWICK, KENT COUNTY, RHODE ISLAND. AN - 884415506; 14973-3_0021 AB - PURPOSE: An improvement program for Theodore Francis Green Airport (T.F. Green Airport) in Warwick, Rhode Island is proposed. Designated as a medium-hub primary commercial service airport, T.F. Green Airport consists of two runways, a 352,000-square-foot passenger terminal building with 22 commercial air service gates, and associated facilities. Between 1990 and 2004, air passenger traffic at T.F. Green Airport grew by 132 percent and long-term forecasts anticipate continued growth. The proposed program would improve Runway 16-34 safety areas, relocate Taxiway C, and demolish Hangar No. 1 to enhance safety. Efficiency improvements would include: an expanded passenger terminal, new ground support equipment facility, new belly cargo facility, a new fuel farm, new integrated cargo facility, expanded automobile parking, reconfigured terminal access roadways, and an extension of Runway 5-23 by 1,530 feet for a total length of 8,700 feet. Three alternatives, including a No Action Alternative, are analyzed in this final EIS. Under Alternative B2, Runway 5-23 would be extended 600 feet north and 1,000 feet south, which would require construction of a partially relocated Airport Road in 2015 and a fully relocated Airport Road in 2020. The construction would shift the intersection of Post Road and Airport Road north to Tennessee Avenue. Alternative B4, which is the preferred alternative, would extend Runway 5-23 south 1,500 feet. Main Avenue would be realigned to the south at the Runway 5 end by 2015. Runway 16-34 would shift north 100 feet and Runway 16-34 safety improvements would require partial relocation of Airport Road at the intersection of Post Road and Airport Road by 2015. The construction would shift the intersection of Post Road and Airport Road north to Hasbrouck Avenue. Construction and mitigation costs of implementing Alternative B4 are estimated at $439 million. POSITIVE IMPACTS: Implementation would enhance airport safety and efficiency to meet current and anticipated demand for aviation services. A number of intersections could have improved levels of service after program completion. Under Alternative B4, 782 total jobs would be created in the City of Warwick in 2015. NEGATIVE IMPACTS: Implementation of the preferred alternative would impact five acres of wetlands and 843 linear feet of waterways. Land acquisitions could total 140 residences and 12 businesses. Residential areas would be exposed to a noise level of 65 decibels or higher requiring implementation of a sound insulation program. In 2015 and 2020, Alternative B4 would expose two non-residential noise-sensitive properties to a significant increase in noise levels and, in 2025, three non-residential noise-sensitive sites would experience a significant noise increase. An eligible airport historic district would be reconfigured and an historic cemetery and the 31.7-acre Winslow Park recreational area would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0222D, Volume 34, Number 2. JF - EPA number: 110213, Executive Summary--115 pages, Final EIS--632 pages on DVD, Appendices--DVD, July 8, 2011 PY - 2011 VL - 21 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Cemeteries KW - Demolition KW - Historic Districts KW - Historic Sites KW - Land Acquisitions KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Rhode Island KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415506?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.title=THEODORE+FRANCIS+GREEN+AIRPORT+IMPROVEMENT+PROGRAM%2C+CITY+OF+WARWICK%2C+KENT+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 14 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415488; 14976-6_0014 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415488?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 13 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415478; 14976-6_0013 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 12 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415428; 14976-6_0012 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415428?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 11 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415418; 14976-6_0011 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415418?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 10 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415411; 14976-6_0010 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415411?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 9 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415398; 14976-6_0009 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 8 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415387; 14976-6_0008 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. [Part 7 of 17] T2 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 884415367; 14976-6_0007 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415367?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HYDE PARK TO NORTH LOGAN TRANSPORTATION CORRIDOR, CACHE COUNTY, UTAH. AN - 16384696; 14976 AB - PURPOSE: Improvements within the transportation corridor extending from Hyde Park City to North Logan City in central Cache Valley, Utah are proposed. The study area extends from 1400 North to 3700 North and from US 91 to 400 East and includes the three municipalities of Hyde Park, North Logan, and Logan. The existing transportation network and improvements have not kept pace with the growth that has occurred in these communities and the Cache Valley area. North-south routes include: US 91, a five-lane facility that has many commercial access points; 400 East, a two-lane facility that provides for limited traffic from North Logan to Hyde Park; and 200 East, a two-lane facility from Logan to 1800 North in North Logan that is not continuous throughout the study area. The major route is US 91 which serves 30,000 vehicles daily and is characterized by extreme levels of congestion. A draft EIS for the Hyde Park to North Logan Transportation Corridor was issued in March 2007, but the project was put on hold due to lack of funding. This final EIS evaluates six alternatives, including a No Build Alternative. Under Alternative 3 Modified, which is the preferred alternative, the proposed corridor would extend 2.9 miles from 1400 North to 3700 North along a corridor that approximates 200 East in alignment, but transitions west from 200 East to 100 East at approximately 2300 North. The proposed roadway, from 1400 North to 2200 North, would have a five-lane cross-section (two through lanes in each direction with a center turn lane). From 2200 North to 3700 North, the proposed roadway would have a three-lane cross-section (one through lane in each direction with a center turn lane). Preliminary project cost of the preferred alternative is estimated at $15.9 million in 2010 dollars. POSITIVE IMPACTS: The proposed project would improve mobility and provide transportation infrastructure that also supports economic development within the study area. Under the preferred alternative, the new facility would serve 12,000 to 15,000 vehicles a day in 2040. Traffic on US 91 would be reduced by five percent to eight percent and on 400 East by 24 percent to 38 percent. NEGATIVE IMPACTS: New right-of-way would require a total of 28 acres and would involve the displacement of 0.38 to 0.82 acres of wetlands and 4.6 acres of recreational property, relocation of one residence and one farm, and partial acquisitions affecting 71 properties. Access to the George Eccles Ice Center would have to be reconfigured or relocated. Impacts to 76 noise receptors would be at or above criteria. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110216, 724 pages, July 8, 2011 PY - 2011 KW - Roads and Railroads KW - Highways KW - Highway Structures KW - Land Acquisitions KW - Noise KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16384696?accountid=14244 L2 - http://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=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.title=HYDE+PARK+TO+NORTH+LOGAN+TRANSPORTATION+CORRIDOR%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 18/151 (VERONA ROAD) AND US HIGHWAY 12/14 (BELTLINE) CORRIDORS, DANE COUNTY, WISCONSIN. AN - 16368003; 14975 AB - PURPOSE: Transportation improvements within the US 18/151 (Verona Road) corridor near the cities of Madison and Fitchburg in Dane County, Wisconsin are proposed. This final EIS presents the preferred alternative which would involve a staged implementation of two of the alternatives presented in the draft EIS of March 2004. Stage 1 would entail reconstructing the current Verona Road/Beltline diamond interchange into a single-point urban interchange and extending the six-lane Beltline section west through the Whitney Way interchange. Four lanes southbound and three lanes northbound would be provided on Verona Road from Nakoma Road on Midvale Boulevard to Summit Road to increase capacity. A jug-handle grade-separated intersection would be constructed within the existing right-of-way of the current Summit Road intersection. Carling Drive would be extended to the north and would connect with Allied Drive to provide one additional connection between the Nakoma Heights area and the Allied neighborhood. Additionally, a connection would be provided underneath Verona Road that connects the Carling Drive extension to Freeport Road. This connection would use Verona Roads existing railroad bridge to travel underneath Verona Road. As part of Stage 2, the County PD and Verona Road intersection would be converted to a diamond interchange and a third lane in both directions on Verona Road from the County PD interchange through the Williamsburg Way intersection to the Raymond Road intersection would be added. Sidewalks would be constructed on the north and south sides of County PD and the Military Ridge Trail would be reconstructed within the existing Verona Road right-of-way and cross County PD immediately east of the interchange. It is anticipated that Stage 3 would be constructed near 2030 when operation and safety needs warrant the infrastructure investment. Stage 3 would separate local traffic from metropolitan and regional traffic by providing a depressed freeway down the center of Verona Road. A US 151 free-flow system interchange with depressed US 151 ramps would be constructed east of the Verona Road single-point interchange. Respective costs for the three stages are estimated at $109.5 million to $121.1 million, $46.7 million to $52.7 million, and $206.9 million to $228.5 million. POSITIVE IMPACTS: The proposed long-term improvements would serve this portion of the Madison metropolitan area and the state backbone system for decades. The project would enhance motorized travel and provide bicycle/pedestrian lanes within the US 151 and US 12/14 corridors. NEGATIVE IMPACTS: Development of 24.1 acres of new right-of-way would result in displacement of 64 residential and 36 businesses for all stages. Construction crews would encounter 19 hazardous materials sites. The cohesion of several neighborhoods would be affected and impacts to minority and low-income populations would be disproportionate. Noise impacts to 460 receptors would exceed criteria. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and supplemental draft EISs, see 04-0440D, Volume 28, Number 4 and 10-0494D, Volume 34, Number 2, respectively. JF - EPA number: 110215, Final EIS (Volume 1)--482 pages and maps, Appendices (Volume 2)--553 pages, July 8, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-WIS-EIS-03-02-F KW - Environmental Justice KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Minorities KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wisconsin KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16368003?accountid=14244 L2 - http://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=2011-07-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN.&rft.title=US+HIGHWAY+18%2F151+%28VERONA+ROAD%29+AND+US+HIGHWAY+12%2F14+%28BELTLINE%29+CORRIDORS%2C+DANE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2011-08-01 N1 - SuppNotes - Final. Preparation date: July 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WOODWARD AVENUE LIGHT RAIL TRANSIT PROJECT, CITY OF DETROIT, WAYNE COUNTY, MICHIGAN. [Part 1 of 1] T2 - WOODWARD AVENUE LIGHT RAIL TRANSIT PROJECT, CITY OF DETROIT, WAYNE COUNTY, MICHIGAN. AN - 963635883; 14966-6_0001 AB - PURPOSE: The construction and operation of the Woodward Avenue Light Rail Transit (LRT) Project in Detroit, Michigan are proposed. The study area is located in Wayne County and comprises the Woodward Avenue corridor extending 9.3 miles from downtown Detroit (Downtown), near the Detroit River, north to the State Fairground near 8 Mile Road, and including one-half mile to the east and west of Woodward Avenue. The majority of the study area lies within the city of Detroit, while two miles is within the city of Highland Park. A heavily transit-dependent population along the corridor currently experiences overcrowding, reliability issues, and lack of rapid transit alternatives with the current bus system. Three locally preferred alternatives (LPAs) and a No Build Alternative were evaluated in the draft EIS of January 2011. Under the LPAs, an at-grade LRT system would be constructed entirely within existing rights-of-way on Woodward Avenue from Downtown to 8 Mile Road; it would be fully functional as a stand-alone project but would be designed to accommodate possible future extensions. The combination of two mainline alignment operating options and three Downtown design options, resulted in three variations of the LPA: median-running Alternative A1 with 15 LRT stations; and curb-running Alternatives B2 and B3 with 21 and 18 LRT stations, respectively. Ancillary facilities would include: a vehicle storage maintenance facility (VSMF), for which two potential sites are evaluated; a park and ride lot to be located near the proposed Shoppes at Gateway site at the southeast corner of 8 Mile Road and Woodward Avenue; and traction power substations dispersed along the length of the LPA. This final EIS identifies the preferred alternative (Alternative A4), which is a combination of median-running and side-running with 19 LRT stations and eight traction power substations. The LRT would operate in the center median of Woodward Avenue from the State Fairgrounds to Park Avenue/Witherell Street and then transition to curb-running operations. When in the center median, the LRT would run separately from vehicular traffic and may or may not include a physical barrier. The median running segment of Alternative A4 would include 16 stations, whose platforms would be located in the median. The downtown portion would include five stations, two of which would be median-running. Stations would have a conventional canopy over a platform and the electrical system would include overhead wires and poles to support the wires 17 to 22 feet above the street. POSITIVE IMPACTS: Implementation would improve public transit capacity and provide greater mobility options for the Woodward Avenue corridor. Transportation equity would be improved among all travelers and the LRT would encourage new development near stations and could encourage infill redevelopment of underutilized or vacant parcels. NEGATIVE IMPACTS: Construction and utility relocations would disrupt traffic and pedestrian travel patterns. Implementation of the preferred alternative would result in adverse effects to 13 historic properties, noise impacts on six noise-sensitive properties, and relocation of one building and one business. Hazardous materials are present on the two potential VSMF sites and one or more contaminated sites exist near almost all proposed LRT stations. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (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: 110206, Final EIS and Appendices--347 pages and maps, Responses to Comments and Technical Reports--DVD, July 1, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Air Quality Assessments KW - Central Business Districts KW - Hazardous Wastes KW - Historic Sites KW - Noise KW - Noise Assessments KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Urban Development KW - Urban Renewal KW - Michigan KW - Federal Transit Law, Funding 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/963635883?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WOODWARD+AVENUE+LIGHT+RAIL+TRANSIT+PROJECT%2C+CITY+OF+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.title=WOODWARD+AVENUE+LIGHT+RAIL+TRANSIT+PROJECT%2C+CITY+OF+DETROIT%2C+WAYNE+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: July 1, 2011 N1 - Last updated - 2012-04-03 ER - TY - JOUR T1 - Transportation in a Climate Constrained World - By Andreas Schafer, John B. Heywood, Henry D. Jacoby, and Ian A. Waitz AN - 918049994; 15159705 JF - Review of Policy Research AU - Bench, Clinton AD - Massachusetts Department of Transportation Y1 - 2011/07// PY - 2011 DA - Jul 2011 SP - 391 EP - 392 PB - Wiley-Blackwell, 111 River Street Hoboken NJ 07030-5774 United States VL - 28 IS - 4 SN - 1541-132X, 1541-132X KW - Environment Abstracts KW - Reviews KW - Transportation KW - policy research KW - ENA 18:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/918049994?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%3Aenvabstractsmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Review+of+Policy+Research&rft.atitle=Transportation+in+a+Climate+Constrained+World+-+By+Andreas+Schafer%2C+John+B.+Heywood%2C+Henry+D.+Jacoby%2C+and+Ian+A.+Waitz&rft.au=Bench%2C+Clinton&rft.aulast=Bench&rft.aufirst=Clinton&rft.date=2011-07-01&rft.volume=28&rft.issue=4&rft.spage=391&rft.isbn=&rft.btitle=&rft.title=Review+of+Policy+Research&rft.issn=1541132X&rft_id=info:doi/10.1111%2Fj.1541-1338.2011.00504_3.x LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-01-01 N1 - Document feature - figure 0 N1 - Last updated - 2012-06-18 N1 - SubjectsTermNotLitGenreText - Transportation; policy research; Reviews DO - http://dx.doi.org/10.1111/j.1541-1338.2011.00504_3.x ER - TY - JOUR T1 - Carbon dioxide emissions and inland container transport in Taiwan AN - 889409532; 14963138 AB - The aim of this study is to estimate the carbon dioxide (CO sub(2) emissions from inland container transport during the time period of 1998-2008 and predicts the trend of these emissions. The analyses show that the CO) sub(2) emission from inland container transport in 1992 reached 1.03 million tonnes, and the figure drastically increased by 89.3% to 1.95 million tonnes in 2008. Using a multiple regression model, gross domestic product (GDP) and oil price are found to be the key drivers for CO sub(2 emission. The CO) sub(2) mitigation strategies are discussed in the policy suggestions given that Taiwan is warming at twice global average rate. Improving vehicle fuel efficiency decreases CO sub(2 emission. Adopting the use of coastal shipping systems decreases CO) sub(2) emission. Adopting information communication technology decreases CO sub(2 emission. Adjusting highway truck tolling schemes decreases CO) sub(2) emission. JF - Journal of Transport Geography AU - Liao, Chun-Hsiung AU - Lu, Chin-Shan AU - Tseng, Po-Hsing AD - Department of Transportation and Communication Management Science, National Cheng Kung University, No. 1 University Road, Tainan City 70101, Taiwan Y1 - 2011/07// PY - 2011 DA - July 2011 SP - 722 EP - 728 PB - Elsevier Science, The Boulevard Kidlington Oxford OX5 1GB UK VL - 19 IS - 4 SN - 0966-6923, 0966-6923 KW - Environment Abstracts KW - Inland container transport KW - Highway KW - Fuel consumption KW - CO sub(2 emissions) KW - Containers KW - mitigation KW - ISEW, Taiwan KW - Communications KW - Fuels KW - Emissions KW - Trucks KW - Carbon dioxide KW - Geography KW - Highways KW - ENA 01:Air Pollution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/889409532?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%3Aenvabstractsmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Transport+Geography&rft.atitle=Carbon+dioxide+emissions+and+inland+container+transport+in+Taiwan&rft.au=Liao%2C+Chun-Hsiung%3BLu%2C+Chin-Shan%3BTseng%2C+Po-Hsing&rft.aulast=Liao&rft.aufirst=Chun-Hsiung&rft.date=2011-07-01&rft.volume=19&rft.issue=4&rft.spage=722&rft.isbn=&rft.btitle=&rft.title=Journal+of+Transport+Geography&rft.issn=09666923&rft_id=info:doi/10.1016%2Fj.jtrangeo.2010.08.013 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-01-01 N1 - Last updated - 2016-03-17 N1 - SubjectsTermNotLitGenreText - Containers; mitigation; Communications; Fuels; Emissions; Trucks; Geography; Carbon dioxide; Highways; ISEW, Taiwan DO - http://dx.doi.org/10.1016/j.jtrangeo.2010.08.013 ER - TY - JOUR T1 - Identifying crash contributory factors at urban roundabouts and using association rules to explore their relationships to different crash types AN - 883028449; 14892429 AB - The use of roundabouts improves intersection safety by eliminating or altering conflict types, reducing crash severity, and causing drivers to reduce speeds. However, roundabout performances can degrade if precautions are not taken during either the design or the operation phase. Therefore, additional information on the safety of the roundabouts is extremely helpful for planners and designers in identifying existing deficiencies and in refining the design criteria currently being used. The aim of the paper was to investigate the crash contributory factors in 15 urban roundabouts located in Italy and to study the interdependences between these factors. The crash data refer to the period 2003-2008. The identification of the crash contributory factors was based on site inspections and rigorous analyses performed by a team of specialists with a relevant road safety engineering background. Each roundabout was inspected once every year from 2004 to 2009, both in daytime and in nighttime. Overall, 62 different contributory factors and 2156 total contributory factors were identified. In 51 crashes, a single contributory factor was found, whereas in the other 223 crashes, a combination of contributory factors was identified. Given the large amount of data, the interdependences between the contributory factors and between the contributory factors and the different crash types were explored by an association discovery. Association discovery is the identification of sets of items (i.e., crash contributory factors and crash types in our study) that occur together in a given event (i.e., a crash in our study). The rules were filtered by support, confidence, and lift. As a result, 112 association rules were discovered. Overall, numerous contributory factors related to the road and environment deficiencies but not related to the road user or to the vehicle were identified. The most important factors related to geometric design were the radius of deflection and the deviation angle. In existing roundabouts, the improvement of these factors might be quite expensive, but the crucial role of a moderate radius of deflection and a large deviation angle in the design of new roundabouts was stressed. Many of the contributory factors were related to markings and signs, and these factors could be easily removed with low-cost safety measures. Furthermore, because of the association between the markings, signs, and geometric design contributory factors, the study results suggest that the improvement in markings and signs might also have a significant effect in the sites where geometric design deficiencies were identified as contributory factors. JF - Accident Analysis & Prevention AU - Montella, Alfonso AD - University of Naples Federico II, Department of Transportation Engineering "Luigi Tocchetti", Via Claudio 21, 80125 Naples, Italy, alfonso.montella@unina.it Y1 - 2011/07// PY - 2011 DA - Jul 2011 SP - 1451 EP - 1463 PB - Elsevier Science, P.O. Box 800 Kidlington Oxford OX5 1DX UK VL - 43 IS - 4 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Roundabouts KW - Crash types KW - Crash characteristics KW - Crash investigation KW - Crash contributory factors KW - Data mining KW - Association rules KW - conflicts KW - Accidents KW - safety engineering KW - prevention KW - inspection KW - Italy KW - traffic safety KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/883028449?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%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Accident+Analysis+%26+Prevention&rft.atitle=Identifying+crash+contributory+factors+at+urban+roundabouts+and+using+association+rules+to+explore+their+relationships+to+different+crash+types&rft.au=Montella%2C+Alfonso&rft.aulast=Montella&rft.aufirst=Alfonso&rft.date=2011-07-01&rft.volume=43&rft.issue=4&rft.spage=1451&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2011.02.023 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2011-08-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - conflicts; Accidents; safety engineering; prevention; inspection; traffic safety; Italy DO - http://dx.doi.org/10.1016/j.aap.2011.02.023 ER - TY - JOUR T1 - Driving behaviors and accident risk under lifetime license revocation AN - 883013324; 14892445 AB - This study explored the driving behaviors and crash risk of 768 drivers who were under administrative lifetime driver's license revocation (ALLR). It was found that most of the ALLR offenders (83.2%) were still driving and only a few (16.8%) of them gave up driving completely. Of the offenders still driving, 67.6% experienced encountering a police roadside check, but were not detained or ticketed by the police. Within this group, 50.6% continued driving while encountering a police check, 18.0% of them made an immediate U-turn and 9.5% of them parked and exited their car. As to crash risk, 15.2% of the ALLR offenders had at least one crash experience after the ALLR had been imposed. The results of the logistic regression models showed that the offenders' crash risk while under the ALLR was significantly correlated with their personal characteristics (personal income), penalty status (incarceration, civil compensation and the time elapsed since license revocation), annual distance driven, and needs for driving (working, commuting and driving kids). Low-income offenders were more inclined to have a crash while driving under the ALLR. Offenders penalized by being incarcerated or by paying a high civil compensation drove more carefully and were less of a crash risk under the ALLR. The results also showed there were no differences in crash risk under the ALLR between hit-and-run offences and drunk driving offences or for offenders with a professional license or an ordinary license. Generally, ALLR offenders drove somewhat more carefully and were less of a crash risk (4.3 crashes per million km driven) than legal licensed drivers (23.1 crashes per million km driven). Moreover, they seemed to drive more carefully than drivers who were under short-term license suspension/revocation which previous studies have found. JF - Accident Analysis & Prevention AU - Chang, Hsin-Li AU - Woo, THugh AU - Tseng, Chien-Ming AU - Tseng, I-Yen AD - Department of Transportation Technology and Management, National Chiao Tung University, 1001 University Road, Hsinchu 30010, Taiwan, ROC Y1 - 2011/07// PY - 2011 DA - Jul 2011 SP - 1385 EP - 1391 PB - Elsevier Science, P.O. Box 800 Kidlington Oxford OX5 1DX UK VL - 43 IS - 4 SN - 0001-4575, 0001-4575 KW - Risk Abstracts; Health & Safety Science Abstracts KW - License revocation KW - Driving behaviors KW - Crash rate KW - Logistic regression model KW - prisons KW - Accidents KW - police KW - Commuting KW - Behavior KW - driving ability KW - income KW - prevention KW - Socioeconomics KW - H 0500:General KW - R2 23070:Economics, organization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/883013324?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%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Accident+Analysis+%26+Prevention&rft.atitle=Driving+behaviors+and+accident+risk+under+lifetime+license+revocation&rft.au=Chang%2C+Hsin-Li%3BWoo%2C+THugh%3BTseng%2C+Chien-Ming%3BTseng%2C+I-Yen&rft.aulast=Chang&rft.aufirst=Hsin-Li&rft.date=2011-07-01&rft.volume=43&rft.issue=4&rft.spage=1385&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2011.02.013 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2011-08-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - prisons; Accidents; Behavior; Commuting; police; driving ability; income; prevention; Socioeconomics DO - http://dx.doi.org/10.1016/j.aap.2011.02.013 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 10 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411426; 14950-0_0010 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411426?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 9 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411418; 14950-0_0009 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411418?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 8 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411410; 14950-0_0008 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 7 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411404; 14950-0_0007 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 6 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411395; 14950-0_0006 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 5 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411386; 14950-0_0005 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 4 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411379; 14950-0_0004 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411379?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY SEGMENTS H AND I-1, STATE HIGHWAY 99 FROM US 59 (NORTH) to INTERSTATE 10 (EAST). [Part 2 of 2] T2 - GRAND PARKWAY SEGMENTS H AND I-1, STATE HIGHWAY 99 FROM US 59 (NORTH) to INTERSTATE 10 (EAST). AN - 884411134; 14948-8_0002 AB - PURPOSE: The construction of 38.2 miles of new highway, a portion of the Grand Parkway known as Segments H and I-1 extending from US 59 (North) to Interstate 10 (East), in Montgomery, Harris, Liberty, and Chambers counties, Texas is proposed. The project would be located in the northeast quadrant of the planned 180-mile long State Highway (SH) 99, a third loop around the greater metropolitan area of Houston. Cities within the project study area include Mont Belvieu, Dayton, Plum Grove, Patton Village, Woodbranch, New Caney, and the town of Roman Forest. Segments H and I-1 are planned as a four-lane, limited access, toll facility within a 400-foot-wide right-of-way and would be built to a 70-mile-per-hour design. SH 99 is an element of the 2035 Regional Transportation Plan, a transportation program developed by the Houston-Galveston Area Council. Transportation improvements are needed in the study area because of a lack of efficient connections to major radial roadways, suburban communities, local ports, and industries. Improvements are also needed because the existing and future transportation demand of the study area exceeds the capacity of the local roadways and many of the study areas roadways have high crash rates. This draft EIS evaluates a No Build Alternative (Alternative 1) and 10 reasonable build alternatives. Under Alternative 10, which is the recommended alternative alignment, segments H and I-1 would consist of sections A-4, B-2, and C-3 for a total length of 37 miles. The alignment begins at Community Drive on US 59, 1.5 mi south of FM 1485. Approximately 3.5 miles of Alternative 10 would follow existing FM 1485 with the remaining 33.9 miles on new location. Alternative 10 would require approximately 1,813 acres of right-of-way (ROW). Construction costs are estimated at $522,8 million. POSITIVE IMPACTS: Implementation would improve system linkage, address current and future transportation demand, improve safety and hurricane evacuation, and accommodate population growth in the greater Houston area. NEGATIVE IMPACTS: The recommended alignment would impact 946 acres of prime farmland, 159 acres of 100-year floodplain, and 644 acres of wildlife habitat. ROW requirements would necessitate the adjustment of utility lines and the filling of aquatic resources including 40.8 acres of potentially jurisdictional wetlands. Five businesses, 41 existing residences and 2 churches would be displaced. Additionally, like all alignments considered, the recommended alignment would affect visual resources in the immediate area, present potential access impacts, and cause changes to community cohesion. The recommended alternative would result in noise impacts to 76 residential and four commercial receivers. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110188, Draft EIS (Volume 1)--718 pages and maps, Appendices (Volume 2)--603 pages, June 24, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-07-01-D KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411134?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+SEGMENTS+H+AND+I-1%2C+STATE+HIGHWAY+99+FROM+US+59+%28NORTH%29+to+INTERSTATE+10+%28EAST%29.&rft.title=GRAND+PARKWAY+SEGMENTS+H+AND+I-1%2C+STATE+HIGHWAY+99+FROM+US+59+%28NORTH%29+to+INTERSTATE+10+%28EAST%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY SEGMENTS H AND I-1, STATE HIGHWAY 99 FROM US 59 (NORTH) to INTERSTATE 10 (EAST). [Part 1 of 2] T2 - GRAND PARKWAY SEGMENTS H AND I-1, STATE HIGHWAY 99 FROM US 59 (NORTH) to INTERSTATE 10 (EAST). AN - 884411107; 14948-8_0001 AB - PURPOSE: The construction of 38.2 miles of new highway, a portion of the Grand Parkway known as Segments H and I-1 extending from US 59 (North) to Interstate 10 (East), in Montgomery, Harris, Liberty, and Chambers counties, Texas is proposed. The project would be located in the northeast quadrant of the planned 180-mile long State Highway (SH) 99, a third loop around the greater metropolitan area of Houston. Cities within the project study area include Mont Belvieu, Dayton, Plum Grove, Patton Village, Woodbranch, New Caney, and the town of Roman Forest. Segments H and I-1 are planned as a four-lane, limited access, toll facility within a 400-foot-wide right-of-way and would be built to a 70-mile-per-hour design. SH 99 is an element of the 2035 Regional Transportation Plan, a transportation program developed by the Houston-Galveston Area Council. Transportation improvements are needed in the study area because of a lack of efficient connections to major radial roadways, suburban communities, local ports, and industries. Improvements are also needed because the existing and future transportation demand of the study area exceeds the capacity of the local roadways and many of the study areas roadways have high crash rates. This draft EIS evaluates a No Build Alternative (Alternative 1) and 10 reasonable build alternatives. Under Alternative 10, which is the recommended alternative alignment, segments H and I-1 would consist of sections A-4, B-2, and C-3 for a total length of 37 miles. The alignment begins at Community Drive on US 59, 1.5 mi south of FM 1485. Approximately 3.5 miles of Alternative 10 would follow existing FM 1485 with the remaining 33.9 miles on new location. Alternative 10 would require approximately 1,813 acres of right-of-way (ROW). Construction costs are estimated at $522,8 million. POSITIVE IMPACTS: Implementation would improve system linkage, address current and future transportation demand, improve safety and hurricane evacuation, and accommodate population growth in the greater Houston area. NEGATIVE IMPACTS: The recommended alignment would impact 946 acres of prime farmland, 159 acres of 100-year floodplain, and 644 acres of wildlife habitat. ROW requirements would necessitate the adjustment of utility lines and the filling of aquatic resources including 40.8 acres of potentially jurisdictional wetlands. Five businesses, 41 existing residences and 2 churches would be displaced. Additionally, like all alignments considered, the recommended alignment would affect visual resources in the immediate area, present potential access impacts, and cause changes to community cohesion. The recommended alternative would result in noise impacts to 76 residential and four commercial receivers. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110188, Draft EIS (Volume 1)--718 pages and maps, Appendices (Volume 2)--603 pages, June 24, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-07-01-D KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411107?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+SEGMENTS+H+AND+I-1%2C+STATE+HIGHWAY+99+FROM+US+59+%28NORTH%29+to+INTERSTATE+10+%28EAST%29.&rft.title=GRAND+PARKWAY+SEGMENTS+H+AND+I-1%2C+STATE+HIGHWAY+99+FROM+US+59+%28NORTH%29+to+INTERSTATE+10+%28EAST%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 15 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411102; 14950-0_0015 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 14 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411092; 14950-0_0014 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411092?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 13 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411086; 14950-0_0013 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411086?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 12 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411077; 14950-0_0012 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411077?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 11 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411070; 14950-0_0011 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411070?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 3 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411059; 14950-0_0003 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 2 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411052; 14950-0_0002 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411052?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. [Part 1 of 15] T2 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 884411043; 14950-0_0001 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411043?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. [Part 4 of 4] T2 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. AN - 884410975; 14958-8_0004 AB - PURPOSE: A fuel efficiency improvement program for the total fleet of commercial medium- and heavy-duty motor vehicles built in model years (MYs) 2014-2018 is proposed. The transportation sector is the second largest consumer of energy in the United States and represents 29 percent of total energy use. Under the proposed action, the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) would set coordinated and harmonized fuel consumption and greenhouse gas emissions standards for commercial on-highway vehicles and work trucks, referred to collectively as HD vehicles. NHTSA is proposing that mandatory standards begin in MY 2016 and that the standards remain stable for three model years. NHTSA also proposes optional voluntary compliance standards for MYs 2014-2015 prior to mandatory regulation in MY 2016. HD vehicles are categorized by gross vehicle weight and include pickup trucks and vans (Class 2b and Class 3), vocational vehicles (Classes 2b through 8), and combination tractors (Class 7 and Class 8). Five alternatives, including a No Action Alternative (Alternative 1), are analyzed in this final EIS. Each of the action alternatives would include standards for engines used in Classes 2b through 8 vehicles (except engines in HD pickups and vans, which are regulated as complete vehicles), fuel consumption standards for HD pickups and vans by work factor, overall vehicle fuel consumption standards for Classes 2b through 8 vocational vehicles (in gallons/1,000 ton-miles), and overall fuel consumption standards for Classes 7 and 8 tractors. Alternatives 2, 3 and 4 would regulate the same vehicle categories, but at increasing levels of stringency, with Alternative 2 being the least stringent alternative and Alternative 4 being the most stringent. These levels of stringency are based on agency assumptions about the types and penetration rates of technologies manufacturers would apply, taking into account the cost associated with those technologies. More stringent alternatives would require that manufacturers use more technology. Alternative 5 would build on these requirements by adding, in addition to the components regulated under the other action alternatives, a performance standard for the commercial trailers pulled by tractors and by specifying more stringent standards based on accelerated adoption of hybrid powertrains for HD vehicles. Alternative 3 is the preferred alternative. POSITIVE IMPACTS: The proposed rules would address the urgent challenges of energy independence and security and global warming by achieving substantial improvements in fuel economy and reductions of greenhouse gas emissions from the medium- and heavy-duty vehicle part of the transportation sector, based on existing technologies. Energy consumption would decrease under all the action alternatives compared to the No Action Alternative. For the preferred alternative, the fuel savings over the No Action Alternative for the years 2014 through 2050 would be 64.4 billion gallons for the HD vehicle fleet. Emissions of carbon monoxide, nitrogen oxides, sulfur dioxide, and volatile organic compounds would be reduced. Consistent, harmonized, and streamlined requirements would deliver environmental and energy benefits, cost savings, and administrative efficiencies on a nationwide basis. NEGATIVE IMPACTS: Vehicle manufacturers, may need to commit additional resources to existing, redeveloped, or new production facilities to meet the standards. Under all alternatives, total energy consumption and carbon dioxide emissions by HD vehicles are projected to continue to increase as a result of continued economic and population growth. LEGAL MANDATES: Clean Air Act Amendments of 1990 (42 U.S.C. 7401 et seq.), Energy Independence and Security Act of 2007, and Energy Policy and Conservation Act of 1975 (49 U.S.C. 32091 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0303, Volume 34, Number 2. JF - EPA number: 110198, Summary--25 pages, Final EIS--582 pages, Appendices--1,889 pages, June 24, 2011 PY - 2011 VL - 4 KW - Research and Development KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Carbon Dioxide KW - Climatologic Assessments KW - Emission Standards KW - Energy Consumption KW - Energy Consumption Assessments KW - Motor Vehicles KW - Regulations KW - Clean Air Act Amendments of 1990, Emission Standards KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Energy Independence and Security Act of 2007, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.title=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. [Part 3 of 4] T2 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. AN - 884410939; 14958-8_0003 AB - PURPOSE: A fuel efficiency improvement program for the total fleet of commercial medium- and heavy-duty motor vehicles built in model years (MYs) 2014-2018 is proposed. The transportation sector is the second largest consumer of energy in the United States and represents 29 percent of total energy use. Under the proposed action, the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) would set coordinated and harmonized fuel consumption and greenhouse gas emissions standards for commercial on-highway vehicles and work trucks, referred to collectively as HD vehicles. NHTSA is proposing that mandatory standards begin in MY 2016 and that the standards remain stable for three model years. NHTSA also proposes optional voluntary compliance standards for MYs 2014-2015 prior to mandatory regulation in MY 2016. HD vehicles are categorized by gross vehicle weight and include pickup trucks and vans (Class 2b and Class 3), vocational vehicles (Classes 2b through 8), and combination tractors (Class 7 and Class 8). Five alternatives, including a No Action Alternative (Alternative 1), are analyzed in this final EIS. Each of the action alternatives would include standards for engines used in Classes 2b through 8 vehicles (except engines in HD pickups and vans, which are regulated as complete vehicles), fuel consumption standards for HD pickups and vans by work factor, overall vehicle fuel consumption standards for Classes 2b through 8 vocational vehicles (in gallons/1,000 ton-miles), and overall fuel consumption standards for Classes 7 and 8 tractors. Alternatives 2, 3 and 4 would regulate the same vehicle categories, but at increasing levels of stringency, with Alternative 2 being the least stringent alternative and Alternative 4 being the most stringent. These levels of stringency are based on agency assumptions about the types and penetration rates of technologies manufacturers would apply, taking into account the cost associated with those technologies. More stringent alternatives would require that manufacturers use more technology. Alternative 5 would build on these requirements by adding, in addition to the components regulated under the other action alternatives, a performance standard for the commercial trailers pulled by tractors and by specifying more stringent standards based on accelerated adoption of hybrid powertrains for HD vehicles. Alternative 3 is the preferred alternative. POSITIVE IMPACTS: The proposed rules would address the urgent challenges of energy independence and security and global warming by achieving substantial improvements in fuel economy and reductions of greenhouse gas emissions from the medium- and heavy-duty vehicle part of the transportation sector, based on existing technologies. Energy consumption would decrease under all the action alternatives compared to the No Action Alternative. For the preferred alternative, the fuel savings over the No Action Alternative for the years 2014 through 2050 would be 64.4 billion gallons for the HD vehicle fleet. Emissions of carbon monoxide, nitrogen oxides, sulfur dioxide, and volatile organic compounds would be reduced. Consistent, harmonized, and streamlined requirements would deliver environmental and energy benefits, cost savings, and administrative efficiencies on a nationwide basis. NEGATIVE IMPACTS: Vehicle manufacturers, may need to commit additional resources to existing, redeveloped, or new production facilities to meet the standards. Under all alternatives, total energy consumption and carbon dioxide emissions by HD vehicles are projected to continue to increase as a result of continued economic and population growth. LEGAL MANDATES: Clean Air Act Amendments of 1990 (42 U.S.C. 7401 et seq.), Energy Independence and Security Act of 2007, and Energy Policy and Conservation Act of 1975 (49 U.S.C. 32091 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0303, Volume 34, Number 2. JF - EPA number: 110198, Summary--25 pages, Final EIS--582 pages, Appendices--1,889 pages, June 24, 2011 PY - 2011 VL - 3 KW - Research and Development KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Carbon Dioxide KW - Climatologic Assessments KW - Emission Standards KW - Energy Consumption KW - Energy Consumption Assessments KW - Motor Vehicles KW - Regulations KW - Clean Air Act Amendments of 1990, Emission Standards KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Energy Independence and Security Act of 2007, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410939?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.title=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. [Part 2 of 4] T2 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. AN - 884409727; 14958-8_0002 AB - PURPOSE: A fuel efficiency improvement program for the total fleet of commercial medium- and heavy-duty motor vehicles built in model years (MYs) 2014-2018 is proposed. The transportation sector is the second largest consumer of energy in the United States and represents 29 percent of total energy use. Under the proposed action, the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) would set coordinated and harmonized fuel consumption and greenhouse gas emissions standards for commercial on-highway vehicles and work trucks, referred to collectively as HD vehicles. NHTSA is proposing that mandatory standards begin in MY 2016 and that the standards remain stable for three model years. NHTSA also proposes optional voluntary compliance standards for MYs 2014-2015 prior to mandatory regulation in MY 2016. HD vehicles are categorized by gross vehicle weight and include pickup trucks and vans (Class 2b and Class 3), vocational vehicles (Classes 2b through 8), and combination tractors (Class 7 and Class 8). Five alternatives, including a No Action Alternative (Alternative 1), are analyzed in this final EIS. Each of the action alternatives would include standards for engines used in Classes 2b through 8 vehicles (except engines in HD pickups and vans, which are regulated as complete vehicles), fuel consumption standards for HD pickups and vans by work factor, overall vehicle fuel consumption standards for Classes 2b through 8 vocational vehicles (in gallons/1,000 ton-miles), and overall fuel consumption standards for Classes 7 and 8 tractors. Alternatives 2, 3 and 4 would regulate the same vehicle categories, but at increasing levels of stringency, with Alternative 2 being the least stringent alternative and Alternative 4 being the most stringent. These levels of stringency are based on agency assumptions about the types and penetration rates of technologies manufacturers would apply, taking into account the cost associated with those technologies. More stringent alternatives would require that manufacturers use more technology. Alternative 5 would build on these requirements by adding, in addition to the components regulated under the other action alternatives, a performance standard for the commercial trailers pulled by tractors and by specifying more stringent standards based on accelerated adoption of hybrid powertrains for HD vehicles. Alternative 3 is the preferred alternative. POSITIVE IMPACTS: The proposed rules would address the urgent challenges of energy independence and security and global warming by achieving substantial improvements in fuel economy and reductions of greenhouse gas emissions from the medium- and heavy-duty vehicle part of the transportation sector, based on existing technologies. Energy consumption would decrease under all the action alternatives compared to the No Action Alternative. For the preferred alternative, the fuel savings over the No Action Alternative for the years 2014 through 2050 would be 64.4 billion gallons for the HD vehicle fleet. Emissions of carbon monoxide, nitrogen oxides, sulfur dioxide, and volatile organic compounds would be reduced. Consistent, harmonized, and streamlined requirements would deliver environmental and energy benefits, cost savings, and administrative efficiencies on a nationwide basis. NEGATIVE IMPACTS: Vehicle manufacturers, may need to commit additional resources to existing, redeveloped, or new production facilities to meet the standards. Under all alternatives, total energy consumption and carbon dioxide emissions by HD vehicles are projected to continue to increase as a result of continued economic and population growth. LEGAL MANDATES: Clean Air Act Amendments of 1990 (42 U.S.C. 7401 et seq.), Energy Independence and Security Act of 2007, and Energy Policy and Conservation Act of 1975 (49 U.S.C. 32091 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0303, Volume 34, Number 2. JF - EPA number: 110198, Summary--25 pages, Final EIS--582 pages, Appendices--1,889 pages, June 24, 2011 PY - 2011 VL - 2 KW - Research and Development KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Carbon Dioxide KW - Climatologic Assessments KW - Emission Standards KW - Energy Consumption KW - Energy Consumption Assessments KW - Motor Vehicles KW - Regulations KW - Clean Air Act Amendments of 1990, Emission Standards KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Energy Independence and Security Act of 2007, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409727?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.title=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. [Part 1 of 4] T2 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. AN - 884409467; 14958-8_0001 AB - PURPOSE: A fuel efficiency improvement program for the total fleet of commercial medium- and heavy-duty motor vehicles built in model years (MYs) 2014-2018 is proposed. The transportation sector is the second largest consumer of energy in the United States and represents 29 percent of total energy use. Under the proposed action, the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) would set coordinated and harmonized fuel consumption and greenhouse gas emissions standards for commercial on-highway vehicles and work trucks, referred to collectively as HD vehicles. NHTSA is proposing that mandatory standards begin in MY 2016 and that the standards remain stable for three model years. NHTSA also proposes optional voluntary compliance standards for MYs 2014-2015 prior to mandatory regulation in MY 2016. HD vehicles are categorized by gross vehicle weight and include pickup trucks and vans (Class 2b and Class 3), vocational vehicles (Classes 2b through 8), and combination tractors (Class 7 and Class 8). Five alternatives, including a No Action Alternative (Alternative 1), are analyzed in this final EIS. Each of the action alternatives would include standards for engines used in Classes 2b through 8 vehicles (except engines in HD pickups and vans, which are regulated as complete vehicles), fuel consumption standards for HD pickups and vans by work factor, overall vehicle fuel consumption standards for Classes 2b through 8 vocational vehicles (in gallons/1,000 ton-miles), and overall fuel consumption standards for Classes 7 and 8 tractors. Alternatives 2, 3 and 4 would regulate the same vehicle categories, but at increasing levels of stringency, with Alternative 2 being the least stringent alternative and Alternative 4 being the most stringent. These levels of stringency are based on agency assumptions about the types and penetration rates of technologies manufacturers would apply, taking into account the cost associated with those technologies. More stringent alternatives would require that manufacturers use more technology. Alternative 5 would build on these requirements by adding, in addition to the components regulated under the other action alternatives, a performance standard for the commercial trailers pulled by tractors and by specifying more stringent standards based on accelerated adoption of hybrid powertrains for HD vehicles. Alternative 3 is the preferred alternative. POSITIVE IMPACTS: The proposed rules would address the urgent challenges of energy independence and security and global warming by achieving substantial improvements in fuel economy and reductions of greenhouse gas emissions from the medium- and heavy-duty vehicle part of the transportation sector, based on existing technologies. Energy consumption would decrease under all the action alternatives compared to the No Action Alternative. For the preferred alternative, the fuel savings over the No Action Alternative for the years 2014 through 2050 would be 64.4 billion gallons for the HD vehicle fleet. Emissions of carbon monoxide, nitrogen oxides, sulfur dioxide, and volatile organic compounds would be reduced. Consistent, harmonized, and streamlined requirements would deliver environmental and energy benefits, cost savings, and administrative efficiencies on a nationwide basis. NEGATIVE IMPACTS: Vehicle manufacturers, may need to commit additional resources to existing, redeveloped, or new production facilities to meet the standards. Under all alternatives, total energy consumption and carbon dioxide emissions by HD vehicles are projected to continue to increase as a result of continued economic and population growth. LEGAL MANDATES: Clean Air Act Amendments of 1990 (42 U.S.C. 7401 et seq.), Energy Independence and Security Act of 2007, and Energy Policy and Conservation Act of 1975 (49 U.S.C. 32091 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0303, Volume 34, Number 2. JF - EPA number: 110198, Summary--25 pages, Final EIS--582 pages, Appendices--1,889 pages, June 24, 2011 PY - 2011 VL - 1 KW - Research and Development KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Carbon Dioxide KW - Climatologic Assessments KW - Emission Standards KW - Energy Consumption KW - Energy Consumption Assessments KW - Motor Vehicles KW - Regulations KW - Clean Air Act Amendments of 1990, Emission Standards KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Energy Independence and Security Act of 2007, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409467?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.title=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MEDIUM - AND HEAVY - DUTY FUEL EFFICIENCY IMPROVEMENT PROGRAM. AN - 16373524; 14958 AB - PURPOSE: A fuel efficiency improvement program for the total fleet of commercial medium- and heavy-duty motor vehicles built in model years (MYs) 2014-2018 is proposed. The transportation sector is the second largest consumer of energy in the United States and represents 29 percent of total energy use. Under the proposed action, the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) would set coordinated and harmonized fuel consumption and greenhouse gas emissions standards for commercial on-highway vehicles and work trucks, referred to collectively as HD vehicles. NHTSA is proposing that mandatory standards begin in MY 2016 and that the standards remain stable for three model years. NHTSA also proposes optional voluntary compliance standards for MYs 2014-2015 prior to mandatory regulation in MY 2016. HD vehicles are categorized by gross vehicle weight and include pickup trucks and vans (Class 2b and Class 3), vocational vehicles (Classes 2b through 8), and combination tractors (Class 7 and Class 8). Five alternatives, including a No Action Alternative (Alternative 1), are analyzed in this final EIS. Each of the action alternatives would include standards for engines used in Classes 2b through 8 vehicles (except engines in HD pickups and vans, which are regulated as complete vehicles), fuel consumption standards for HD pickups and vans by work factor, overall vehicle fuel consumption standards for Classes 2b through 8 vocational vehicles (in gallons/1,000 ton-miles), and overall fuel consumption standards for Classes 7 and 8 tractors. Alternatives 2, 3 and 4 would regulate the same vehicle categories, but at increasing levels of stringency, with Alternative 2 being the least stringent alternative and Alternative 4 being the most stringent. These levels of stringency are based on agency assumptions about the types and penetration rates of technologies manufacturers would apply, taking into account the cost associated with those technologies. More stringent alternatives would require that manufacturers use more technology. Alternative 5 would build on these requirements by adding, in addition to the components regulated under the other action alternatives, a performance standard for the commercial trailers pulled by tractors and by specifying more stringent standards based on accelerated adoption of hybrid powertrains for HD vehicles. Alternative 3 is the preferred alternative. POSITIVE IMPACTS: The proposed rules would address the urgent challenges of energy independence and security and global warming by achieving substantial improvements in fuel economy and reductions of greenhouse gas emissions from the medium- and heavy-duty vehicle part of the transportation sector, based on existing technologies. Energy consumption would decrease under all the action alternatives compared to the No Action Alternative. For the preferred alternative, the fuel savings over the No Action Alternative for the years 2014 through 2050 would be 64.4 billion gallons for the HD vehicle fleet. Emissions of carbon monoxide, nitrogen oxides, sulfur dioxide, and volatile organic compounds would be reduced. Consistent, harmonized, and streamlined requirements would deliver environmental and energy benefits, cost savings, and administrative efficiencies on a nationwide basis. NEGATIVE IMPACTS: Vehicle manufacturers, may need to commit additional resources to existing, redeveloped, or new production facilities to meet the standards. Under all alternatives, total energy consumption and carbon dioxide emissions by HD vehicles are projected to continue to increase as a result of continued economic and population growth. LEGAL MANDATES: Clean Air Act Amendments of 1990 (42 U.S.C. 7401 et seq.), Energy Independence and Security Act of 2007, and Energy Policy and Conservation Act of 1975 (49 U.S.C. 32091 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 10-0303, Volume 34, Number 2. JF - EPA number: 110198, Summary--25 pages, Final EIS--582 pages, Appendices--1,889 pages, June 24, 2011 PY - 2011 KW - Research and Development KW - Air Quality KW - Air Quality Assessments KW - Air Quality Standards KW - Carbon Dioxide KW - Climatologic Assessments KW - Emission Standards KW - Energy Consumption KW - Energy Consumption Assessments KW - Motor Vehicles KW - Regulations KW - Clean Air Act Amendments of 1990, Emission Standards KW - Energy Policy and Conservation Act of 1975, Project Authorization KW - Energy Independence and Security Act of 2007, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16373524?accountid=14244 L2 - http://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=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.title=MEDIUM+-+AND+HEAVY+-+DUTY+FUEL+EFFICIENCY+IMPROVEMENT+PROGRAM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, National Highway Traffic Safety Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TUPELO RAILROAD RELOCATION PLANNING AND ENVIRONMENTAL STUDY, TUPELO, MISSISSIPPI. AN - 16371066; 14950 AB - PURPOSE: The relocation of the existing BNSF Railway Company (BNSF) main line through the City of Tupelo, Mississippi is proposed. Tupelo is a community with a population of approximately 35,000 and its location and accessibility to the railroads have made it an industrial hub for many years, despite several changes in its economy. The study area encompasses the greater Tupelo area, including the southeastern portion of Union County, the eastern portion of Pontotoc County, and all of Lee County. The BNSF and Kansas City Southern Railway (KCS) rail lines share an interchange to exchange rail cars just south of downtown Tupelo. The BNSF main line crosses diagonally at-grade at the intersection of Main Street and Gloster Street, locally referred to as Crosstown. This intersection is blocked for a total of over two hours each day by train traffic. In addition to the train traffic from through trains, BNSF and KCS exchange rail cars just south of Crosstown, and this compounds the amount of time this intersection is blocked by rail traffic. There are 12 at-grade roadway-rail crossings in the City of Tupelo, including Crosstown, on the BNSF main line and four at-grade roadway-rail crossings on the KCS rail line that contribute to the traffic and safety issues. This draft EIS analyzes a No Build Alternative and one reasonable build alternative that would consist of an elevated rail viaduct with limited retaining walls within the existing BNSF right-of-way and a new BNSF-KCS interchange constructed south of the Pvt. John Allen National Fish Hatchery. An additional 10 feet of right-of-way would be required on the south side of the BNSF main line from US 45 to just south of Eason Boulevard to accommodate the proposed storage tracks. Between Jackson Street and Elizabeth Street, the BNSF main line would be constructed on 6,860 feet of bridge structure. The bridge over the Crosstown intersection would span 316 feet, requiring a truss structure. All of the bridge structures would provide at least 16 feet, 6 inches of vertical clearance above the existing roadways and 23 feet, 6 inches of vertical clearance over the KCS rail line. Roadway improvements would include the replacement of the US 45 bridges over the BNSF main line and construction of two overpasses on Eason Boulevard, one over the KCS rail line and one over the BNSF main line. Construction cost of the build alternative is estimated at $385 million. POSITIVE IMPACTS: Relocation of the railway would reduce vehicular traffic delays in downtown Tupelo, improve the efficiency of railroad operations, and enhance quality of life with regard to traffic flow, noise, and economic development. Response times for emergency vehicles and the safety of the traveling public would be improved. NEGATIVE IMPACTS: Under the build alternative, 11 acres of agricultural and vacant land would be converted to railroad right-of-way. Construction would impact 10 acres of 100-year floodplain and involve three new floodway crossings. Increased vibration impacts would affect 18 sites. The elevated rail viaduct would create visual impacts to 37 sites and districts listed, or eligible for listing, in the National Register of Historic Places. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 110190, Draft EIS--273 pages, Appendices--300 pages and maps, June 24, 2011 PY - 2011 KW - Roads and Railroads KW - Central Business Districts KW - Farmlands KW - Floodplains KW - Historic Sites KW - Land Acquisitions KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Roads KW - Safety KW - Transportation KW - Mississippi KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16371066?accountid=14244 L2 - http://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=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&rft.title=TUPELO+RAILROAD+RELOCATION+PLANNING+AND+ENVIRONMENTAL+STUDY%2C+TUPELO%2C+MISSISSIPPI.&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 - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY SEGMENTS H AND I-1, STATE HIGHWAY 99 FROM US 59 (NORTH) to INTERSTATE 10 (EAST). AN - 16367934; 14948 AB - PURPOSE: The construction of 38.2 miles of new highway, a portion of the Grand Parkway known as Segments H and I-1 extending from US 59 (North) to Interstate 10 (East), in Montgomery, Harris, Liberty, and Chambers counties, Texas is proposed. The project would be located in the northeast quadrant of the planned 180-mile long State Highway (SH) 99, a third loop around the greater metropolitan area of Houston. Cities within the project study area include Mont Belvieu, Dayton, Plum Grove, Patton Village, Woodbranch, New Caney, and the town of Roman Forest. Segments H and I-1 are planned as a four-lane, limited access, toll facility within a 400-foot-wide right-of-way and would be built to a 70-mile-per-hour design. SH 99 is an element of the 2035 Regional Transportation Plan, a transportation program developed by the Houston-Galveston Area Council. Transportation improvements are needed in the study area because of a lack of efficient connections to major radial roadways, suburban communities, local ports, and industries. Improvements are also needed because the existing and future transportation demand of the study area exceeds the capacity of the local roadways and many of the study areas roadways have high crash rates. This draft EIS evaluates a No Build Alternative (Alternative 1) and 10 reasonable build alternatives. Under Alternative 10, which is the recommended alternative alignment, segments H and I-1 would consist of sections A-4, B-2, and C-3 for a total length of 37 miles. The alignment begins at Community Drive on US 59, 1.5 mi south of FM 1485. Approximately 3.5 miles of Alternative 10 would follow existing FM 1485 with the remaining 33.9 miles on new location. Alternative 10 would require approximately 1,813 acres of right-of-way (ROW). Construction costs are estimated at $522,8 million. POSITIVE IMPACTS: Implementation would improve system linkage, address current and future transportation demand, improve safety and hurricane evacuation, and accommodate population growth in the greater Houston area. NEGATIVE IMPACTS: The recommended alignment would impact 946 acres of prime farmland, 159 acres of 100-year floodplain, and 644 acres of wildlife habitat. ROW requirements would necessitate the adjustment of utility lines and the filling of aquatic resources including 40.8 acres of potentially jurisdictional wetlands. Five businesses, 41 existing residences and 2 churches would be displaced. Additionally, like all alignments considered, the recommended alignment would affect visual resources in the immediate area, present potential access impacts, and cause changes to community cohesion. The recommended alternative would result in noise impacts to 76 residential and four commercial receivers. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110188, Draft EIS (Volume 1)--718 pages and maps, Appendices (Volume 2)--603 pages, June 24, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-07-01-D KW - Air Quality Assessments KW - Farmlands KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367934?accountid=14244 L2 - http://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=2011-06-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+SEGMENTS+H+AND+I-1%2C+STATE+HIGHWAY+99+FROM+US+59+%28NORTH%29+to+INTERSTATE+10+%28EAST%29.&rft.title=GRAND+PARKWAY+SEGMENTS+H+AND+I-1%2C+STATE+HIGHWAY+99+FROM+US+59+%28NORTH%29+to+INTERSTATE+10+%28EAST%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Draft. Preparation date: June 24, 2011 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - A Graphical User Interface for Highway Air Quality Models T2 - 2011 104th Air and Waste Management Association Annual Conference (A&WMA's 2011) AN - 1313035865; 6084561 JF - 2011 104th Air and Waste Management Association Annual Conference (A&WMA's 2011) AU - Claggett, M Y1 - 2011/06/21/ PY - 2011 DA - 2011 Jun 21 KW - Air quality KW - Highways KW - Models UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1313035865?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2011+104th+Air+and+Waste+Management+Association+Annual+Conference+%28A%26WMA%27s+2011%29&rft.atitle=A+Graphical+User+Interface+for+Highway+Air+Quality+Models&rft.au=Claggett%2C+M&rft.aulast=Claggett&rft.aufirst=M&rft.date=2011-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2011+104th+Air+and+Waste+Management+Association+Annual+Conference+%28A%26WMA%27s+2011%29&rft.issn=&rft_id=info:doi/ L2 - http://events.awma.org/ace2011/PRINTER%20READY%20FINAL%20PROGRAM.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-26 N1 - Last updated - 2013-02-28 ER - TY - CPAPER T1 - Implications of the MOVES2010 Model on Mobile Source Emissions Estimates T2 - 2011 104th Air and Waste Management Association Annual Conference (A&WMA's 2011) AN - 1313028168; 6084498 JF - 2011 104th Air and Waste Management Association Annual Conference (A&WMA's 2011) AU - Claggett, M Y1 - 2011/06/21/ PY - 2011 DA - 2011 Jun 21 KW - Emissions KW - Models UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1313028168?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2011+104th+Air+and+Waste+Management+Association+Annual+Conference+%28A%26WMA%27s+2011%29&rft.atitle=Implications+of+the+MOVES2010+Model+on+Mobile+Source+Emissions+Estimates&rft.au=Claggett%2C+M&rft.aulast=Claggett&rft.aufirst=M&rft.date=2011-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2011+104th+Air+and+Waste+Management+Association+Annual+Conference+%28A%26WMA%27s+2011%29&rft.issn=&rft_id=info:doi/ L2 - http://events.awma.org/ace2011/PRINTER%20READY%20FINAL%20PROGRAM.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-26 N1 - Last updated - 2013-02-28 ER - TY - CPAPER T1 - MOVES2010a Model Project-Scale Emissions Estimates T2 - 2011 104th Air and Waste Management Association Annual Conference (A&WMA's 2011) AN - 1312930191; 6084499 JF - 2011 104th Air and Waste Management Association Annual Conference (A&WMA's 2011) AU - Claggett, M Y1 - 2011/06/21/ PY - 2011 DA - 2011 Jun 21 KW - Emissions KW - Models UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1312930191?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2011+104th+Air+and+Waste+Management+Association+Annual+Conference+%28A%26WMA%27s+2011%29&rft.atitle=MOVES2010a+Model+Project-Scale+Emissions+Estimates&rft.au=Claggett%2C+M&rft.aulast=Claggett&rft.aufirst=M&rft.date=2011-06-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2011+104th+Air+and+Waste+Management+Association+Annual+Conference+%28A%26WMA%27s+2011%29&rft.issn=&rft_id=info:doi/ L2 - http://events.awma.org/ace2011/PRINTER%20READY%20FINAL%20PROGRAM.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-02-26 N1 - Last updated - 2013-02-28 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 182 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884424682; 14945-4_0182 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 182 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884424682?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 229 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884422146; 14945-4_0229 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 229 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884422146?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 232 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884422105; 14945-4_0232 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 232 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884422105?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 231 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884422104; 14945-4_0231 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 231 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884422104?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 230 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884422100; 14945-4_0230 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 230 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884422100?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 174 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884422013; 14945-4_0174 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 174 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884422013?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 173 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884422002; 14945-4_0173 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 173 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884422002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 103 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421993; 14945-4_0103 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 103 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421993?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 92 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421780; 14945-4_0092 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 92 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 91 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421770; 14945-4_0091 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 91 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421770?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 233 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421562; 14945-4_0233 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 233 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421562?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 181 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421387; 14945-4_0181 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 181 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421387?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 180 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421375; 14945-4_0180 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 180 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 179 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421357; 14945-4_0179 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 179 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 105 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884421198; 14945-4_0105 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 105 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884421198?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 101 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884420864; 14945-4_0101 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 101 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884420864?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 102 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884420750; 14945-4_0102 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 102 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884420750?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 227 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419548; 14945-4_0227 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 227 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419548?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 224 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419519; 14945-4_0224 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 224 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419519?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 221 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419483; 14945-4_0221 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 221 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419483?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 217 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419448; 14945-4_0217 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 217 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419448?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 175 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419401; 14945-4_0175 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 175 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 170 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419368; 14945-4_0170 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 170 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419368?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 166 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419336; 14945-4_0166 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 166 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419336?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 159 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419293; 14945-4_0159 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 159 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419293?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 87 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419221; 14945-4_0087 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 87 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419221?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 83 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419169; 14945-4_0083 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 83 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419169?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 79 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884419111; 14945-4_0079 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 79 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884419111?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 96 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884418859; 14945-4_0096 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 96 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884418859?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 226 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416808; 14945-4_0226 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 226 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416808?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 223 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416688; 14945-4_0223 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 223 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416688?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 218 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416547; 14945-4_0218 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 218 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416547?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 215 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416410; 14945-4_0215 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 215 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 169 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416301; 14945-4_0169 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 169 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416301?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 177 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416267; 14945-4_0177 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 177 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 165 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416179; 14945-4_0165 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 165 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416179?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 97 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416154; 14945-4_0097 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 97 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416154?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 222 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416109; 14945-4_0222 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 222 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416109?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 98 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416073; 14945-4_0098 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 98 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416073?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 160 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416050; 14945-4_0160 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 160 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416050?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 95 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416025; 14945-4_0095 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 95 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 219 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884416013; 14945-4_0219 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 219 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884416013?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 168 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415916; 14945-4_0168 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 168 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415916?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 216 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415914; 14945-4_0216 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 216 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415914?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 99 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415798; 14945-4_0099 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 99 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415798?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 81 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415715; 14945-4_0081 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 81 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 156 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415662; 14945-4_0156 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 156 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415662?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 85 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415469; 14945-4_0085 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 85 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415469?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 176 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415381; 14945-4_0176 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 176 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415381?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 80 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415361; 14945-4_0080 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 80 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415361?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 100 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415306; 14945-4_0100 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 100 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415306?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 76 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415272; 14945-4_0076 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 76 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 228 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415222; 14945-4_0228 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 228 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415222?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 94 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415188; 14945-4_0094 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 94 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 70 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415160; 14945-4_0070 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 70 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415160?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 225 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884415126; 14945-4_0225 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 225 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884415126?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 171 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884414957; 14945-4_0171 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 171 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884414957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 167 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884414853; 14945-4_0167 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 167 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884414853?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 162 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884414759; 14945-4_0162 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 162 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884414759?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 88 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884414660; 14945-4_0088 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 88 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884414660?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 84 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884414535; 14945-4_0084 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 84 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884414535?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 77 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884414295; 14945-4_0077 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 77 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884414295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 183 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884413982; 14945-4_0183 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 183 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884413982?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 271 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884411311; 14945-4_0271 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 271 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 270 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884411282; 14945-4_0270 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 270 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411282?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 268 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884411238; 14945-4_0268 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 268 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411238?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 265 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884411164; 14945-4_0265 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 265 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 264 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884411118; 14945-4_0264 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 264 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884411118?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 259 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410987; 14945-4_0259 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 259 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 257 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410949; 14945-4_0257 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 257 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 256 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410906; 14945-4_0256 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 256 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 283 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410869; 14945-4_0283 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 283 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410869?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 204 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410855; 14945-4_0204 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 204 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410855?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 282 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410829; 14945-4_0282 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 282 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410829?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 202 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410768; 14945-4_0202 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 202 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410768?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 201 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410730; 14945-4_0201 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 201 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410730?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 263 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410697; 14945-4_0263 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 263 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410697?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 195 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410609; 14945-4_0195 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 195 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 212 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410573; 14945-4_0212 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 212 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410573?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 192 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410536; 14945-4_0192 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 192 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410536?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 200 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410534; 14945-4_0200 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 200 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410534?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 198 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410491; 14945-4_0198 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 198 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410491?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 143 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410469; 14945-4_0143 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 143 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410469?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 196 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410460; 14945-4_0196 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 196 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 279 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410453; 14945-4_0279 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 279 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410453?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 193 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410433; 14945-4_0193 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 193 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410433?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 278 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410415; 14945-4_0278 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 278 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410415?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 141 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410404; 14945-4_0141 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 141 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 139 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410362; 14945-4_0139 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 139 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 144 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410353; 14945-4_0144 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 144 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410353?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 137 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410321; 14945-4_0137 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 137 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 209 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410317; 14945-4_0209 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 209 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410317?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 135 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410286; 14945-4_0135 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 135 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410286?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 138 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410283; 14945-4_0138 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 138 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410283?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 281 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410260; 14945-4_0281 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 281 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410260?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 57 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410244; 14945-4_0057 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 57 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410244?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 136 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410239; 14945-4_0136 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 136 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410239?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 69 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410235; 14945-4_0069 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 69 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410235?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 275 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410216; 14945-4_0275 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 275 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410216?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 67 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410201; 14945-4_0067 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 67 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 64 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410192; 14945-4_0064 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 64 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410192?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 207 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410179; 14945-4_0207 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 207 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410179?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 54 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410173; 14945-4_0054 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 54 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410173?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 55 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410158; 14945-4_0055 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 55 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 206 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410139; 14945-4_0206 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 206 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 53 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410125; 14945-4_0053 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 53 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410125?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 52 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410114; 14945-4_0052 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 52 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410114?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 158 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410091; 14945-4_0158 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 158 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410091?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 51 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410086; 14945-4_0051 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 51 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410086?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 154 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410058; 14945-4_0154 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 154 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410058?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 44 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410042; 14945-4_0044 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 44 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 211 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410021; 14945-4_0211 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 211 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 48 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410020; 14945-4_0048 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 48 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410020?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 276 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410008; 14945-4_0276 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 276 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410008?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 274 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884410000; 14945-4_0274 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 274 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884410000?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 210 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409998; 14945-4_0210 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 210 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409998?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 148 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409994; 14945-4_0148 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 148 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409994?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 208 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409990; 14945-4_0208 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 208 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409990?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 155 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409983; 14945-4_0155 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 155 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409983?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 153 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409965; 14945-4_0153 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 153 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409965?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 66 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409964; 14945-4_0066 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 66 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 152 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409956; 14945-4_0152 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 152 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409956?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 62 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409955; 14945-4_0062 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 62 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409955?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 272 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409954; 14945-4_0272 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 272 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409954?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 71 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409949; 14945-4_0071 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 71 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 61 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409947; 14945-4_0061 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 61 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409947?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 68 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409937; 14945-4_0068 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 68 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 205 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409927; 14945-4_0205 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 205 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409927?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 147 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409899; 14945-4_0147 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 147 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409899?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 146 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409877; 14945-4_0146 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 146 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409877?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 60 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409855; 14945-4_0060 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 60 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409855?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 59 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409836; 14945-4_0059 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 59 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409836?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 58 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409809; 14945-4_0058 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 58 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 10 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409800; 14945-4_0010 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409800?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 297 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409682; 14945-4_0297 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 297 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409682?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 290 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409653; 14945-4_0290 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 290 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409653?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 253 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409650; 14945-4_0253 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 253 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409650?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 288 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409639; 14945-4_0288 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 288 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 252 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409636; 14945-4_0252 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 252 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409636?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 188 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409606; 14945-4_0188 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 188 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409606?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 187 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409594; 14945-4_0187 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 187 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409594?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 248 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409591; 14945-4_0248 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 248 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409591?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 243 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409571; 14945-4_0243 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 243 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409571?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 295 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409570; 14945-4_0295 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 295 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409570?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 185 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409555; 14945-4_0185 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 185 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 291 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409553; 14945-4_0291 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 291 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409553?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 239 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409550; 14945-4_0239 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 239 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 289 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409529; 14945-4_0289 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 289 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409529?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 131 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409522; 14945-4_0131 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 131 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409522?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 287 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409506; 14945-4_0287 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 287 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409506?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 235 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409504; 14945-4_0235 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 235 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 129 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409497; 14945-4_0129 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 129 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409497?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 189 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409493; 14945-4_0189 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 189 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409493?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 191 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409492; 14945-4_0191 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 191 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409492?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 234 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409489; 14945-4_0234 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 234 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409489?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 128 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409474; 14945-4_0128 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 128 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409474?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 132 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409472; 14945-4_0132 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 132 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 190 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409468; 14945-4_0190 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 190 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 124 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409463; 14945-4_0124 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 124 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409463?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 285 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409460; 14945-4_0285 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 285 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 126 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409452; 14945-4_0126 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 126 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409452?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 134 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409451; 14945-4_0134 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 134 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409451?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 284 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409443; 14945-4_0284 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 284 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 41 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409434; 14945-4_0041 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 41 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 133 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409431; 14945-4_0133 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 133 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409431?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 240 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409426; 14945-4_0240 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 240 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409426?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 130 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409425; 14945-4_0130 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 130 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409425?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 110 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409424; 14945-4_0110 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 110 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409424?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 31 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409419; 14945-4_0031 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409419?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 237 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409415; 14945-4_0237 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 237 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409415?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 109 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409404; 14945-4_0109 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 109 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409404?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 38 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409401; 14945-4_0038 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 40 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409400; 14945-4_0040 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 236 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409393; 14945-4_0236 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 236 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409393?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 33 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409382; 14945-4_0033 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409382?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 36 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409378; 14945-4_0036 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409378?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 119 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409372; 14945-4_0119 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 119 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 29 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409356; 14945-4_0029 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 117 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409352; 14945-4_0117 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 117 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409352?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 25 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409338; 14945-4_0025 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409338?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 116 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409331; 14945-4_0116 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 116 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 293 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409326; 14945-4_0293 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 293 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409326?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 23 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409314; 14945-4_0023 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409314?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 115 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409311; 14945-4_0115 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 115 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409311?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 292 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409309; 14945-4_0292 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 292 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409309?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 20 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409290; 14945-4_0020 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 251 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409281; 14945-4_0251 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 251 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 19 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409271; 14945-4_0019 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409271?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 125 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409267; 14945-4_0125 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 125 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409267?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 242 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409260; 14945-4_0242 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 242 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409260?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 241 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409237; 14945-4_0241 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 241 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409237?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 112 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409229; 14945-4_0112 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 112 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409229?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 17 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409228; 14945-4_0017 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 34 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409217; 14945-4_0034 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409217?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 184 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409213; 14945-4_0184 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 184 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 16 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409206; 14945-4_0016 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409206?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 26 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409204; 14945-4_0026 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409204?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 15 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409198; 14945-4_0015 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409198?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 246 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409196; 14945-4_0246 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 246 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409196?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 24 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409191; 14945-4_0024 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409191?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 127 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409189; 14945-4_0127 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 127 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 7 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409185; 14945-4_0007 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 123 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409162; 14945-4_0123 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 123 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409162?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 120 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409158; 14945-4_0120 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 120 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 13 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409141; 14945-4_0013 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 22 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409136; 14945-4_0022 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409136?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 5 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409127; 14945-4_0005 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409127?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 12 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409113; 14945-4_0012 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 2 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409112; 14945-4_0002 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 21 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409106; 14945-4_0021 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409106?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 4 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409105; 14945-4_0004 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409105?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. [Part 11 of 298] T2 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 884409097; 14945-4_0011 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/884409097?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 520, INTERSTATE 5 TO MEDINA: BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, SEATTLE, KING COUNTY, WASHINGTON. AN - 16370994; 14945 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route 520 (SR 520) across Lake Washington, and the improvement of the existing roadway between Seattle and Medina, King County, Washington are proposed. The 5.2-mile project corridor extends from Interstate 5 (I-5) in Seattle to Evergreen Point Road in Medina. As one of the two main east-west routes across Lake Washington, SR 520 is vital to the regional economy and the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs. Both structures are at high risk of failure over the next 20 years. This final EIS identifies the preferred alternative and compares it to a No Action Alternative and three design options that were analyzed in the supplemental draft EIS of January, 2010. The preferred alternative would widen the SR 520 corridor to six lanes and would restripe and reconfigure the lane channelization in the corridor from Evergreen Point Road to 92nd Avenue Northeast in Yarrow Point. The vulnerable Evergreen Point Bridge, including the floating bridge and west and east approaches, and the Portage Bay Bridge would be replaced with new structures. Features would include: a new six-lane corridor from I-5 to Medina with two general-purpose lanes and one transit/high-occupancy vehicle (HOV) lane in each direction; a reversible transit/HOV ramp to the I-5 express lanes; a six-lane Portage Bay Bridge with a westbound managed shoulder for peak traffic and a planted median; a 1,400-foot-long Montlake lid with bicycle and pedestrian paths; an urban interchange at Montlake Boulevard; a second bascule bridge across the Montlake Cut; a space between the west approach bridge structures that could accommodate potential future light rail; a 14-foot-wide bicycle/pedestrian path across Lake Washington; and environmental improvements including noise reduction features, stormwater treatment, removal of unused ramps to restore park land and habitats, and improvements for fish and wetlands. All vehicles with one or two occupants would be charged a toll to cross the Evergreen Point Bridge. The goal for replacing the Evergreen Point floating bridge is December 2014. If fully funded, the balance of the project would be completed in 2018. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would improve mobility for people and goods across Lake Washington within the SR 520 corridor from Seattle to Redmond in a manner that is safe, reliable, and cost-effective, while avoiding, minimizing, and/or mitigating impacts on affected neighborhoods and the environment. NEGATIVE IMPACTS: Under the preferred alternative, bridge and approach construction and 10.6 acres of new right-of-way would require nine full parcel acquisitions and result in the displacement of wetlands, vegetation and the associated wildlife habitat. Six residences,172 parking spaces, and 6.7 acres of recreational property would be removed. The bridges would be subject to seismic activity, although the structures would be more capable of withstanding an earthquake. Traffic-generated noise levels would exceed federal standards at sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0582D, Volume 30, Number 4. JF - EPA number: 110184, Executive Summary--70 pages, Final EIS and Technical Reports--DVD, June 17, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16370994?accountid=14244 L2 - http://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=2011-06-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=STATE+ROUTE+520%2C+INTERSTATE+5+TO+MEDINA%3A+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+SEATTLE%2C+KING+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT N1 - Date revised - 2011-07-01 N1 - SuppNotes - Final. Preparation date: June 17, 2011 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Statistical methods versus neural networks in transportation research: Differences, similarities and some insights AN - 869798591; 14514129 AB - a-[ordm In the field of transportation, data analysis is probably the most important and widely used research tool available. a-[ordm Differences and similarities between two 'schools of thought' - Statistics and Computational Intelligence - are revealed and discussed. a-[ordm Relevant literature in transportation research is reviewed and critically analyzed. a-[ordm A set of insights for selecting the appropriate approach for transportation applications is provided. In the field of transportation, data analysis is probably the most important and widely used research tool available. In the data analysis universe, there are two 'schools of thought'; the first uses statistics as the tool of choice, while the second - one of the many methods from - Computational Intelligence. Although the goal of both approaches is the same, the two have kept each other at arm's length. Researchers frequently fail to communicate and even understand each other's work. In this paper, we discuss differences and similarities between these two approaches, we review relevant literature and attempt to provide a set of insights for selecting the appropriate approach. JF - Transportation Research, Part C AU - Karlaftis, M G AU - Vlahogianni, E I AD - Department of Transportation Planning and Engineering, School of Civil Engineering, National Technical University of Athens, Athens, Greece Y1 - 2011/06// PY - 2011 DA - Jun 2011 SP - 387 EP - 399 PB - Elsevier Science, 660 White Plains Rd., Floor 2 Tarrytown NY 10591-5153 USA VL - 19 IS - 3 SN - 0968-090X, 0968-090X KW - Environment Abstracts KW - Statistical models KW - Neural networks KW - Transportation research KW - Artificial intelligence KW - Transportation KW - schools KW - Reviews KW - neural networks KW - intelligence KW - ENA 04:Environmental Education UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/869798591?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%3Aenvabstractsmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+C&rft.atitle=Statistical+methods+versus+neural+networks+in+transportation+research%3A+Differences%2C+similarities+and+some+insights&rft.au=Karlaftis%2C+M+G%3BVlahogianni%2C+E+I&rft.aulast=Karlaftis&rft.aufirst=M&rft.date=2011-06-01&rft.volume=19&rft.issue=3&rft.spage=387&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+C&rft.issn=0968090X&rft_id=info:doi/10.1016%2Fj.trc.2010.10.004 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-01-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Artificial intelligence; Transportation; schools; Reviews; neural networks; intelligence DO - http://dx.doi.org/10.1016/j.trc.2010.10.004 ER - TY - JOUR T1 - The consequences of midnight regulations and other surges in regulatory activity AN - 866976019; 4194767 AB - Is the midnight regulations phenomenon real and what are its consequences? This paper finds that when an administration's time is almost up, submissions of economically significant regulations nearly double. Such surges in regulatory activity decrease the duration of regulatory review at the Office of Information and Regulatory Affairs (OIRA), likely because of political pressure to quickly approve new rules. Specifically, one additional economically significant regulation submitted to OIRA decreases the mean review time for all regulations by about two thirds of a day. If OIRA review improves regulation quality, then regulatory surges that decrease review time could hinder such improvement. Reprinted by permission of Springer JF - Public choice AU - McLaughlin, Patrick A AD - US Department of Transportation Y1 - 2011/06// PY - 2011 DA - Jun 2011 SP - 395 EP - 412 VL - 147 IS - 3 SN - 0048-5829, 0048-5829 KW - Political Science KW - Strategic planning KW - Term of office KW - Regulatory policy KW - Policy making KW - Regulation KW - U.S.A. KW - Public policy KW - Quality standards KW - Political influences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/866976019?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%3Aibss&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Public+choice&rft.atitle=The+consequences+of+midnight+regulations+and+other+surges+in+regulatory+activity&rft.au=McLaughlin%2C+Patrick+A&rft.aulast=McLaughlin&rft.aufirst=Patrick&rft.date=2011-06-01&rft.volume=147&rft.issue=3&rft.spage=395&rft.isbn=&rft.btitle=&rft.title=Public+choice&rft.issn=00485829&rft_id=info:doi/10.1007%2Fs11127-010-9635-4 LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 10742; 10745 7584 3977 5574 10472; 12671 9754 9965; 12305 9560; 9625 9628; 10529; 10472; 9716; 433 293 14 DO - http://dx.doi.org/10.1007/s11127-010-9635-4 ER - TY - JOUR T1 - Traffic flow evolution effects to nitrogen dioxides predictability in large metropolitan areas AN - 1777148341; 14524564 AB - A genetically-optimized modular neural network is used to predict the temporal of nitrogen dioxides in a highly congested urban freeway by integrating, in a single prediction shell, information on past values of nitrogen dioxide and ozone, as well as traffic volume, travel speed and occupancy. Results indicate that the approach is more accurate for one and multiple steps ahead predictions when compared to a simple static neural network. They also indicate that the integration of traffic information in the process of prediction improves to some extent the predictability of nitrogen dioxides evolution. It is also shown that the look-back time window for pollutants-related data increases with relation to the increase of the prediction horizon. JF - Transportation Research, Part D: Transport and Environment AU - Vlahogianni, Eleni I AU - Golias, John C AU - Ziomas, Ioannis C AD - Faculty of Civil Engineering, Department of Transportation Planning and Engineering, National Technical University of Athens, 5 Iroon Polutechniou Str., Zografou 157 73, Greece Y1 - 2011/06// PY - 2011 DA - June 2011 SP - 273 EP - 280 PB - Elsevier Science, P.O. Box 800 Kidlington Oxford OX5 1DX UK VL - 16 IS - 4 SN - 1361-9209, 1361-9209 KW - Environmental Engineering Abstracts (EN); CSA / ASCE Civil Engineering Abstracts (CE) KW - Nitrogen dioxide prediction KW - Temporal neural networks KW - Modular prediction genetic algorithms KW - Nitrogen dioxide KW - Modular KW - Traffic information KW - Neural networks KW - Windows (intervals) KW - Traffic flow KW - Freeways KW - Evolution UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1777148341?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%3Aenvironmentalengabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+D%3A+Transport+and+Environment&rft.atitle=Traffic+flow+evolution+effects+to+nitrogen+dioxides+predictability+in+large+metropolitan+areas&rft.au=Vlahogianni%2C+Eleni+I%3BGolias%2C+John+C%3BZiomas%2C+Ioannis+C&rft.aulast=Vlahogianni&rft.aufirst=Eleni&rft.date=2011-06-01&rft.volume=16&rft.issue=4&rft.spage=273&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+D%3A+Transport+and+Environment&rft.issn=13619209&rft_id=info:doi/10.1016%2Fj.trd.2011.01.001 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2011-06-01 N1 - Last updated - 2016-05-18 DO - http://dx.doi.org/10.1016/j.trd.2011.01.001 ER - TY - JOUR T1 - Cyclic stress-strain response of compacted gravel AN - 1689590101; 2015-055661 AB - The positive effect of artificial densification on the stress-strain performance of granular materials is acknowledged from very ancient times but its importance greatly increased after the development of powerful machineries for the construction of large earth and rockfill dams. It is, however, pointed out that the extensive exploitation of gravelly soil is rarely supported by a thorough analytical assessment of the compaction effects on the constitutive relationships of materials, as would be desirable considering the massive dimension of these works and the complexity of typical loading conditions. The present research aims to fill this gap by means of a detailed experimental investigation and a theoretical analysis on the stress-strain response of dense gravels under monotonic and cyclic loading. The experimental campaign consists of a large number of triaxial tests performed at different initial mean effective stresses, following different stress paths and sequences, on artificially reconstituted samples of large dimensions compacted at different initial densities. The great care placed in the accuracy of laboratory instrumentation enables a high repeatability of experimental results, which is necessary to provide a clear focus on non-linearity in the limited strain range of the pre-failure response of the gravel. Based on the curve-fitting method the ingredients of an elasto-plastic constitutive model have been defined to predict the response of gravel under monotonic and cyclic loading. Elastic stiffness is simulated with a model derived from the literature which assumes a dependency on soil density together with inherent and stress-induced anisotropy. Plastic strain development from different initial stress and volume states of gravel is simulated by a critical state, multiple yielding constitutive model. Hardening and flow rules for the latter have been obtained by modifying previously existing laws in order better to reproduce the observations under monotonic compression, extension and cyclic loading. Validation of the proposed model is finally provided by comparing simulations and experimental results in a variety of testing conditions. JF - Geotechnique AU - Modoni, G AU - Koseki, J AU - Anh Dan, L Q Y1 - 2011/06// PY - 2011 DA - June 2011 SP - 473 EP - 485 PB - Thomas Telford Services, London VL - 61 IS - 6 SN - 0016-8505, 0016-8505 KW - rockfill dams KW - strain KW - elastic properties KW - stiffness KW - sandstone KW - elastic constants KW - gravel KW - compactness KW - triaxial tests KW - rock mechanics KW - cyclic loading KW - sedimentary rocks KW - granular materials KW - elastoplastic materials KW - dams KW - sediments KW - plasticity KW - construction KW - soil mechanics KW - clastic sediments KW - loading KW - stress KW - mathematical models KW - compaction KW - clastic rocks KW - Young's modulus KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1689590101?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Geotechnique&rft.atitle=Cyclic+stress-strain+response+of+compacted+gravel&rft.au=Modoni%2C+G%3BKoseki%2C+J%3BAnh+Dan%2C+L+Q&rft.aulast=Modoni&rft.aufirst=G&rft.date=2011-06-01&rft.volume=61&rft.issue=6&rft.spage=473&rft.isbn=&rft.btitle=&rft.title=Geotechnique&rft.issn=00168505&rft_id=info:doi/10.1680%2Fgeot.7.00150 L2 - http://www.thomastelford.com/journals/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. N1 - Date revised - 2015-01-01 N1 - Number of references - 54 N1 - Document feature - illus. incl. 2 tables N1 - Last updated - 2015-06-18 N1 - CODEN - GTNQA8 N1 - SubjectsTermNotLitGenreText - clastic rocks; clastic sediments; compaction; compactness; construction; cyclic loading; dams; elastic constants; elastic properties; elastoplastic materials; granular materials; gravel; loading; mathematical models; plasticity; rock mechanics; rockfill dams; sandstone; sedimentary rocks; sediments; soil mechanics; stiffness; strain; stress; triaxial tests; Young's modulus DO - http://dx.doi.org/10.1680/geot.7.00150 ER - TY - JOUR T1 - Structural health and bridge security in a multihazard environment AN - 1037893240; 2011-275933 AB - Structural Health Monitoring and multihazard considerations are being increasingly considered by the infrastructure owners and administrators for cost-effective evaluation and management. Besides natural hazards, infrastructure security has also become an essential consideration due to threats faced globally by all the infrastructure owners. Structural behavior to natural hazards and progressive deterioration is quite different than when it is subjected to a security related hazard such as blast loading. Thus, the role of Structural Health Monitoring (SHM) under security related hazard is quite different in temporal scale, i.e., its role before, during, and after a security related hazard event. This role is not well understood or studied in the literature. This paper sheds some light on these topics based on expert opinions and these results will be helpful to the infrastructure and security communities in understanding the role of health monitoring and multiple hazards considerations to focus/prioritize their future efforts in this field. Adapted from the source document. JF - Journal of Transportation Security AU - Alampalli, Sreenivas AU - Ettouney, Mohammed AU - Alampalli, Sharada AD - Bridge Evaluation Services Bureau, New York State Department of Transportation salampalli@dot.state.ny.us Y1 - 2011/06// PY - 2011 DA - June 2011 SP - 95 EP - 116 PB - Springer, Dordrecht The Netherlands VL - 4 IS - 2 SN - 1938-7741, 1938-7741 KW - Transportation and transportation policy - Transportation KW - Social conditions and policy - Public safety and security KW - Economic conditions and policy - Economic policy, planning, and development KW - Transportation and transportation policy - Roads and land transport KW - Administration of justice - Crime and criminals KW - Environment and environmental policy - Ecology and environmental policy KW - Business and service sector - Business management KW - Environment KW - Threats KW - Infrastructure KW - Management KW - Bridges KW - Transportation policy KW - Security measures KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1037893240?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apais&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Transportation+Security&rft.atitle=Structural+health+and+bridge+security+in+a+multihazard+environment&rft.au=Alampalli%2C+Sreenivas%3BEttouney%2C+Mohammed%3BAlampalli%2C+Sharada&rft.aulast=Alampalli&rft.aufirst=Sreenivas&rft.date=2011-06-01&rft.volume=4&rft.issue=2&rft.spage=95&rft.isbn=&rft.btitle=&rft.title=Journal+of+Transportation+Security&rft.issn=19387741&rft_id=info:doi/10.1007%2Fs12198-010-0060-1 LA - English DB - PAIS Index N1 - Date revised - 2012-09-01 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - Transportation policy; Security measures; Infrastructure; Bridges; Threats; Environment; Management DO - http://dx.doi.org/10.1007/s12198-010-0060-1 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 47 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876255726; 14919-8_0047 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 47 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876255726?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 46 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876255720; 14919-8_0046 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 46 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876255720?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 39 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876255716; 14919-8_0039 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 39 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876255716?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 51 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254652; 14919-8_0051 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 51 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254652?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 50 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254648; 14919-8_0050 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 50 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254648?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 17 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254645; 14919-8_0017 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254645?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 16 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254639; 14919-8_0016 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 15 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254635; 14919-8_0015 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254635?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 14 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254630; 14919-8_0014 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254630?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 9 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254398; 14919-8_0009 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 8 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254397; 14919-8_0008 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254397?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 7 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254395; 14919-8_0007 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 6 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254394; 14919-8_0006 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 5 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254392; 14919-8_0005 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 4 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254391; 14919-8_0004 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 3 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254389; 14919-8_0003 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254389?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 2 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254295; 14919-8_0002 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 1 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254294; 14919-8_0001 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254294?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 30 (FEDERAL AID PRIMARY ROUTE 309) FROM ILLINOIS 136 TO ILLINOIS 40 IN WHITESIDE COUNTY, ILLINOIS. [Part 1 of 1] T2 - U.S. 30 (FEDERAL AID PRIMARY ROUTE 309) FROM ILLINOIS 136 TO ILLINOIS 40 IN WHITESIDE COUNTY, ILLINOIS. AN - 876254293; 14923-2_0001 AB - PURPOSE: Improvements to a 24-mile segment of U.S. 30 from IL 136/Frog Pond Road to IL 40 in Whiteside County, Illinois are proposed. The 10-mile wide project study area comprises 697 square miles in northwestern Illinois and passes through six townships including Fulton, Ustick, Union Grove, Mount Pleasant, Hopkins, and Coloma, and the communities of Fulton (at the western terminus), Morrison (located in the central portion of the project study area), and Rock Falls and Sterling (at the eastern terminus). The existing roadway within the limits of this study area exhibits variable rural and urban typical sections. U.S. 30 is a National Highway System route and is designated as a major arterial and truck route. The project study area includes more than 70 intersecting side roads, several signalized intersections, and two four-way stops. Congestion, substandard design, and fixed objects within the clear zone at intersections are the principal factors contributing to crashes within the project study area. This draft EIS analyzes a No Build Alternative and two build alternatives which would widen the existing two-lane facility to a four-lane expressway with a median. From IL 136/Frog Pond Road to just west of the city of Morrison and from just east of the city of Morrison to IL 40, generally the improvements would stay on the existing U.S. 30 roadway. New alignment would be constructed either to the north or the south of the city of Morrison. Alternative 4 would bypass Morrison to the north through an area of residences located along Norrish Road, rolling hills, and forest. Alternative 5 would bypass Morrison to the south through an area of flat agricultural ground and scattered farmsteads. Total costs for implementing Alternatives 4 and 5 are estimated in 2020 dollars at $414 million and $383 million, respectively. POSITIVE IMPACTS: The proposed project would address existing capacity deficiencies and traffic congestion, increasing transportation demand, lack of roadway continuity, and the overall safety of the roadway within the U.S. 30 project study area in Whiteside County. NEGATIVE IMPACTS: New right-of-way would require conversion of 614 to 625 acres of agricultural land and the displacement of 30 to 37 residences and four businesses. The build alternatives would cross eight to nine streams, impact 0.24 acre of wetland, and encroach upon an additional 16,372 to 21,911 linear feet of 100-year floodplain. Construction in or adjacent to Elkhorn Creek and the Rock River would impact the black sandshell mussel, a state-threatened species. Under Alternative 4, the north bypass of Morrison would bisect a small neighborhood and impact community cohesion. Motels, gas stations, and fast food restaurants in Morrison could experience a reduction in business. Approximately 20 noise sensitive receivers would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110162, 1,047 pages and maps, May 27, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Safety Analyses KW - Shellfish KW - Transportation KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254293?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+30+%28FEDERAL+AID+PRIMARY+ROUTE+309%29+FROM+ILLINOIS+136+TO+ILLINOIS+40+IN+WHITESIDE+COUNTY%2C+ILLINOIS.&rft.title=U.S.+30+%28FEDERAL+AID+PRIMARY+ROUTE+309%29+FROM+ILLINOIS+136+TO+ILLINOIS+40+IN+WHITESIDE+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 49 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254235; 14919-8_0049 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 49 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254235?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 45 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254230; 14919-8_0045 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 45 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254230?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 44 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254227; 14919-8_0044 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 44 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 41 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254225; 14919-8_0041 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 41 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254225?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 40 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876254224; 14919-8_0040 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 40 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876254224?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 48 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876253994; 14919-8_0048 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 48 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876253994?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 38 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876251758; 14919-8_0038 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 38 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876251758?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 37 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876251753; 14919-8_0037 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 37 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876251753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 27 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876251750; 14919-8_0027 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 27 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876251750?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 26 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876251747; 14919-8_0026 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876251747?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 25 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876251744; 14919-8_0025 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876251744?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 23 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876251743; 14919-8_0023 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876251743?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 22 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876251740; 14919-8_0022 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876251740?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 21 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249145; 14919-8_0021 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 20 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249142; 14919-8_0020 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 19 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249139; 14919-8_0019 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249139?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 18 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249135; 14919-8_0018 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 18 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249135?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 13 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249132; 14919-8_0013 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249132?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 12 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249131; 14919-8_0012 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 11 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249129; 14919-8_0011 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 10 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876249125; 14919-8_0010 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876249125?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 30 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876248992; 14919-8_0030 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 30 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876248992?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 29 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876248985; 14919-8_0029 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876248985?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 28 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876248976; 14919-8_0028 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876248976?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 33 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876246525; 14919-8_0033 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 33 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876246525?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 32 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876246516; 14919-8_0032 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 32 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876246516?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 31 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876246510; 14919-8_0031 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 31 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876246510?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 43 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876245145; 14919-8_0043 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 43 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876245145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 42 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876245136; 14919-8_0042 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 42 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876245136?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 36 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876244359; 14919-8_0036 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 36 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876244359?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 35 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876244335; 14919-8_0035 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 35 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876244335?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 34 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876244321; 14919-8_0034 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 34 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876244321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. [Part 24 of 51] T2 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 876244306; 14919-8_0024 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/876244306?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 91 CORRIDOR IMPROVEMENT PROJECT, RIVERSIDE AND ORANGE COUNTIES, CALIFORNIA. AN - 873116503; 14919 AB - PURPOSE: Transportation improvements on State Route 91 (SR-91) and Interstate 15 (I-15) in Riverside and Orange counties, California are proposed. SR-91 is the only major highway that provides the home-to-work connection for Riverside and San Bernardino County residents working in Orange and Los Angeles Counties. It is currently used by more than 280,000 vehicles per day at the Orange/Riverside County line and travel speeds are well below 30 miles per hour (mph) during peak travel periods. Traffic volumes are expected to increase by 50 percent by 2035. The SR-91 Corridor Improvement Project (CIP) would widen the existing highway from the SR-91/SR-241 interchange in the cities of Anaheim and Yorba Linda in Orange County to Pierce Street in the City of Riverside in Riverside County and improve I-15 in Riverside County between the I-15/Cajalco Road interchange and the I-15/Hidden Valley Parkway interchange in the City of Corona. Currently, SR-91 has four general purpose lanes in each direction, with those lanes varying in width from 11 to 12 feet from the SR-91/SR-241 interchange to the SR-91/ I-15 interchange, and three 12-foot-wide lanes in each direction from the SR-91/I-15 interchange to Pierce Street. In addition, there are two tolled express lanes and one high occupancy vehicle (HOV) lane in each direction. The tolled express lanes, which are 11 to 12 feet wide, begin in Orange County west of the SR-91/SR-55 interchange and end at the Orange/Riverside County line. The two HOV lanes, which are 11 to 12 feet wide, begin where the tolled express lanes end just east of the Orange/Riverside County line and extend to Mary Street in the City of Riverside. This draft EIS evaluates two build alternatives and a No Build Alternative. Both build alternatives would add one general purpose lane in each direction on SR-91 between SR-241 and I-15 and would include improvements to I-15 between the Cajalco Road interchange and the Hidden Valley Parkway interchange. The two build alternatives would provide auxiliary lanes or collector-distributor roads at interchanges and would modify the existing interchange geometrics to improve traffic operations. The build alternatives would also upgrade existing SR-91 to standard shoulder, lane, and buffer widths where those upgrades can be accommodated. Under Alternative 1, the existing HOV facilities and tolled express lanes would be maintained in their current configurations. Alternative 2, which is the locally preferred alternative, would provide two tolled express lanes in each direction on SR-91 between SR-241 and I-15. The existing HOV and express lanes would be incorporated into these two tolled express lanes. East of I-15, the HOV lanes in Alternative 1 and the tolled express lanes in Alternative 2 would transition to the existing HOV and general purpose lanes at Mary Street. Alternative 1 would provide one median HOV lane in each direction on I-15 between SR-91 and Ontario Avenue. Alternative 2 would provide one median tolled express lane in each direction on I-15 between Hidden Valley Parkway and Cajalco Road. Local access at the existing interchanges is expected to be maintained except at West Grand Boulevard, where the existing half-diamond interchange ramps would be replaced with improved local connectivity to the Lincoln Avenue interchange. Implementation of the project is proposed in phases over a 20-year period and the total costs of Alternatives 1 and 2 are estimated at $990 million to $1.0 billion and $1.35 billion to $1.43 billion, respectively. POSITIVE IMPACTS: Implementation would improve the movement of vehicles and goods within the corridor to more effectively serve existing and future travel demand between and within Riverside and Orange Counties. NEGATIVE IMPACTS: Construction of the proposed improvements would permanently convert 17 to 20 acres of farmland and grazing land, convert two to three acres of federal wetlands, remove two to three acres of habitat for the California gnatcatcher, impact 27 to 35 acres of coastal sage scrub habitat, and increase impervious surface area by 120 to 171 acres. New right-of-way would require acquisition of 93 to 161 residences and 110 to 275 businesses. Noise levels in 2035 would exceed 75 decibels at an additional 34 to 41 locations. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110158, Volume I--1,459 pages and maps, Volume II (Appendices)--503 pages, May 27, 2011 PY - 2011 KW - Roads and Railroads KW - Farmlands KW - Highways KW - Municipal Services KW - Noise KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - California KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873116503?accountid=14244 L2 - http://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=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.title=STATE+ROUTE+91+CORRIDOR+IMPROVEMENT+PROJECT%2C+RIVERSIDE+AND+ORANGE+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, San Bernardino, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 30 (FEDERAL AID PRIMARY ROUTE 309) FROM ILLINOIS 136 TO ILLINOIS 40 IN WHITESIDE COUNTY, ILLINOIS. AN - 873116498; 14923 AB - PURPOSE: Improvements to a 24-mile segment of U.S. 30 from IL 136/Frog Pond Road to IL 40 in Whiteside County, Illinois are proposed. The 10-mile wide project study area comprises 697 square miles in northwestern Illinois and passes through six townships including Fulton, Ustick, Union Grove, Mount Pleasant, Hopkins, and Coloma, and the communities of Fulton (at the western terminus), Morrison (located in the central portion of the project study area), and Rock Falls and Sterling (at the eastern terminus). The existing roadway within the limits of this study area exhibits variable rural and urban typical sections. U.S. 30 is a National Highway System route and is designated as a major arterial and truck route. The project study area includes more than 70 intersecting side roads, several signalized intersections, and two four-way stops. Congestion, substandard design, and fixed objects within the clear zone at intersections are the principal factors contributing to crashes within the project study area. This draft EIS analyzes a No Build Alternative and two build alternatives which would widen the existing two-lane facility to a four-lane expressway with a median. From IL 136/Frog Pond Road to just west of the city of Morrison and from just east of the city of Morrison to IL 40, generally the improvements would stay on the existing U.S. 30 roadway. New alignment would be constructed either to the north or the south of the city of Morrison. Alternative 4 would bypass Morrison to the north through an area of residences located along Norrish Road, rolling hills, and forest. Alternative 5 would bypass Morrison to the south through an area of flat agricultural ground and scattered farmsteads. Total costs for implementing Alternatives 4 and 5 are estimated in 2020 dollars at $414 million and $383 million, respectively. POSITIVE IMPACTS: The proposed project would address existing capacity deficiencies and traffic congestion, increasing transportation demand, lack of roadway continuity, and the overall safety of the roadway within the U.S. 30 project study area in Whiteside County. NEGATIVE IMPACTS: New right-of-way would require conversion of 614 to 625 acres of agricultural land and the displacement of 30 to 37 residences and four businesses. The build alternatives would cross eight to nine streams, impact 0.24 acre of wetland, and encroach upon an additional 16,372 to 21,911 linear feet of 100-year floodplain. Construction in or adjacent to Elkhorn Creek and the Rock River would impact the black sandshell mussel, a state-threatened species. Under Alternative 4, the north bypass of Morrison would bisect a small neighborhood and impact community cohesion. Motels, gas stations, and fast food restaurants in Morrison could experience a reduction in business. Approximately 20 noise sensitive receivers would be impacted. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110162, 1,047 pages and maps, May 27, 2011 PY - 2011 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Floodplains KW - Highways KW - Noise KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Safety Analyses KW - Shellfish KW - Transportation KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873116498?accountid=14244 L2 - http://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=2011-05-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+30+%28FEDERAL+AID+PRIMARY+ROUTE+309%29+FROM+ILLINOIS+136+TO+ILLINOIS+40+IN+WHITESIDE+COUNTY%2C+ILLINOIS.&rft.title=U.S.+30+%28FEDERAL+AID+PRIMARY+ROUTE+309%29+FROM+ILLINOIS+136+TO+ILLINOIS+40+IN+WHITESIDE+COUNTY%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Draft. Preparation date: May 27, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 13 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873131783; 14913-2_0013 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131783?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 12 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873131780; 14913-2_0012 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 11 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873131775; 14913-2_0011 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131775?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 10 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873131769; 14913-2_0010 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131769?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 9 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873131765; 14913-2_0009 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131765?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 8 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873131761; 14913-2_0008 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131761?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 7 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873131759; 14913-2_0007 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131759?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE ELK MILITARY OPERATIONS AREA, UTAH. [Part 2 of 2] T2 - WHITE ELK MILITARY OPERATIONS AREA, UTAH. AN - 873130217; 14912-1_0002 AB - PURPOSE: The establishment of a new U.S. Air Force military operations area (MOA) linked to the Utah Test and Training Range (UTTR) airspace in Utah is proposed. Due to scheduling priorities and testing demands, existing UTTR airspace cannot support the full training requirements of the F-16 fighter aircraft associated with the 388th and 419th Fighter Wings at Hill Air Force Base (AFB). The F-16 pilots at Hill AFB form an integral part of the Air Force's Aerospace Expeditionary Force, expected to deploy to fight around the world. State-of-the-art aerial combat, close air support, and surface attack missions by F-16 fighters require highly tuned offensive and defensive pilot skills best practiced at operationally realistic speeds and altitudes. Combat readiness requires training airspace configured and sized to allow pilots to practice current tactics at supersonic speeds and make full use of the F-16's capabilities. Due to the current limitations for the UTTR, 10 to 15 percent of the training requirements are unmet. The proposed MOA would permit full training with respect to the current capabilities of the F-16 and its systems. The new White Elk MOA would extend from 14,000 feet above mean sea level (MSL) to 18,000 feet above MSL and would directly underlie all but the southwest corner of the existing Currie/Tippet Air Traffic Control Assigned Airspace (ATCAA) from 18,000 to 58,000 feet above MSL. The proposal would include training flights in the White Elk MOA, increased operations in the existing ATCAA airspace, use of chaff and flares in the MOA and ATCAA, and supersonic flight in the overlying ATCAA. Pilots would train in all weather and visibility conditions, including night flights after dark and after environmental night (10:00 pm to 7:00 am). The Air Force would also request the Federal Aviation Administration to extend allowable use of the Currie/Tippet ATCAA for more than eight weeks annually. In addition to the proposed action, this final EIS considers a No Action Alternative. POSITIVE IMPACTS: The expanded airspace would allow the 388th and 419th Fighter Wings to benefit from a complete training program, covering all the capabilities of the F-16. NEGATIVE IMPACTS: Annual sortie operations in the MOA/ATCAA airspace would total 9,590. Total annual use of the ATCAA airspace would increase up to 571 percent over baseline 2007 usage. Interactions between F-16 aircraft and gliders could occur, but scheduling would help to avoid conflicts. Sonic booms, which do not currently occur in the area, would result in an average of 10 booms per day within the entire airspace with one sonic boom that could be heard about once every two flying days at the center of the airspace. Noise heard in wilderness areas would increase, but remain low. Visual observance of contrails would increase as well. PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0370D, Volume 32, Number 4. JF - EPA number: 110151, 572 pages, May 20, 2011 PY - 2011 VL - 2 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Impact Assessment Methodology KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise Assessments KW - Safety KW - Sonic Booms KW - Visual Resources KW - Weapon Systems KW - Wildlife Surveys KW - Hill Air Force Base KW - Utah KW - Utah Test and Training Range UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130217?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+ELK+MILITARY+OPERATIONS+AREA%2C+UTAH.&rft.title=WHITE+ELK+MILITARY+OPERATIONS+AREA%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Combat Command, Langley Air Force Base, Virginia; AF N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE ELK MILITARY OPERATIONS AREA, UTAH. [Part 1 of 2] T2 - WHITE ELK MILITARY OPERATIONS AREA, UTAH. AN - 873130188; 14912-1_0001 AB - PURPOSE: The establishment of a new U.S. Air Force military operations area (MOA) linked to the Utah Test and Training Range (UTTR) airspace in Utah is proposed. Due to scheduling priorities and testing demands, existing UTTR airspace cannot support the full training requirements of the F-16 fighter aircraft associated with the 388th and 419th Fighter Wings at Hill Air Force Base (AFB). The F-16 pilots at Hill AFB form an integral part of the Air Force's Aerospace Expeditionary Force, expected to deploy to fight around the world. State-of-the-art aerial combat, close air support, and surface attack missions by F-16 fighters require highly tuned offensive and defensive pilot skills best practiced at operationally realistic speeds and altitudes. Combat readiness requires training airspace configured and sized to allow pilots to practice current tactics at supersonic speeds and make full use of the F-16's capabilities. Due to the current limitations for the UTTR, 10 to 15 percent of the training requirements are unmet. The proposed MOA would permit full training with respect to the current capabilities of the F-16 and its systems. The new White Elk MOA would extend from 14,000 feet above mean sea level (MSL) to 18,000 feet above MSL and would directly underlie all but the southwest corner of the existing Currie/Tippet Air Traffic Control Assigned Airspace (ATCAA) from 18,000 to 58,000 feet above MSL. The proposal would include training flights in the White Elk MOA, increased operations in the existing ATCAA airspace, use of chaff and flares in the MOA and ATCAA, and supersonic flight in the overlying ATCAA. Pilots would train in all weather and visibility conditions, including night flights after dark and after environmental night (10:00 pm to 7:00 am). The Air Force would also request the Federal Aviation Administration to extend allowable use of the Currie/Tippet ATCAA for more than eight weeks annually. In addition to the proposed action, this final EIS considers a No Action Alternative. POSITIVE IMPACTS: The expanded airspace would allow the 388th and 419th Fighter Wings to benefit from a complete training program, covering all the capabilities of the F-16. NEGATIVE IMPACTS: Annual sortie operations in the MOA/ATCAA airspace would total 9,590. Total annual use of the ATCAA airspace would increase up to 571 percent over baseline 2007 usage. Interactions between F-16 aircraft and gliders could occur, but scheduling would help to avoid conflicts. Sonic booms, which do not currently occur in the area, would result in an average of 10 booms per day within the entire airspace with one sonic boom that could be heard about once every two flying days at the center of the airspace. Noise heard in wilderness areas would increase, but remain low. Visual observance of contrails would increase as well. PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0370D, Volume 32, Number 4. JF - EPA number: 110151, 572 pages, May 20, 2011 PY - 2011 VL - 1 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Impact Assessment Methodology KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise Assessments KW - Safety KW - Sonic Booms KW - Visual Resources KW - Weapon Systems KW - Wildlife Surveys KW - Hill Air Force Base KW - Utah KW - Utah Test and Training Range UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+ELK+MILITARY+OPERATIONS+AREA%2C+UTAH.&rft.title=WHITE+ELK+MILITARY+OPERATIONS+AREA%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Combat Command, Langley Air Force Base, Virginia; AF N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 6 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873130181; 14913-2_0006 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130181?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 5 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873130164; 14913-2_0005 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 4 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873130145; 14913-2_0004 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130145?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 3 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873130131; 14913-2_0003 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 2 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873130116; 14913-2_0002 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130116?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. [Part 1 of 13] T2 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 873130090; 14913-2_0001 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873130090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - JEPSON PARKWAY PROJECT, SOLANO COUNTY, CALIFORNIA. AN - 871765673; 14913 AB - PURPOSE: The improvement of 12 miles of roadway infrastructure in Solano County, California is proposed. The 12-mile corridor, referred to as the Jepson Corridor, is located within the jurisdictions of the cities of Suisun City, Fairfield, and Vacaville, and unincorporated portions of central Solano County. The Jepson Parkway project would upgrade and link a series of existing local two- and four-lane roadways (as well as construct an extension of an existing roadway under one alternative) to provide a four- to six-lane north-south travel route for motorists who face increasing congestion when traveling between jurisdictions in central Solano County. The parkway improvements would extend from the intersection of Orange Drive and Leisure Town Road in Vacaville on the north to State Route (SR) 12/Walters Road in Suisun City in the south. Five alternatives, including a No Project Alternative (Alternative A), are considered in this final EIS. Under Alternative B, which is the preferred alternative, a four-lane divided arterial would be provided for the entire length of the corridor including improvements to Leisure Town Road, Vanden Road, Cement Hill Road, and Walters Road. Project components would include: the widening of existing roadways along the alternative; construction of a northern extension of Walters Road between Cement Hill Road and the intersection of Air Base Parkway; a grade separation (overpass) of the Union Pacific Railroad (UPRR) mainline tracks as part of the Walters Road Extension; improvements at the Leisure Town Road crossings of Alamo Creek and New Alamo Creek; a new crossing of McCoy Creek; bicycle and pedestrian paths; landscaping; and utilities relocation. Depending on funding, the project would be constructed by segment until completion beginning in 2013. Assuming availability of funding, project construction would last 12 to 24 months on each segment, over a total duration of 48 to 60 months. POSITIVE IMPACTS: The project would meet the objectives of the regional Jepson Parkway Concept Plan, including safety improvements at various locations and along various road segments; relief from existing and anticipated traffic congestion on north-south routes in Solano County; and improved and new transit, bicycle, and pedestrian facilities. NEGATIVE IMPACTS: Right-of-way development for the preferred alternative would convert 75.4 acres of farmland and relocate 10 commercial enterprises and two community facilities. Habitat losses would include 3.5 acres of riparian woodland, 19 native oak trees, and 4.8 acres of wetlands. Impacts would affect three acres of habitat for the endangered Contra Costa goldfields wildflower, 22.7 acres of habitat for the California tiger salamander, and 57.4 acres of nesting and foraging habitat for Swainson's hawk. The roadway improvements would traverse 100-year floodplains. Traffic-generated noise would exceed federal standards for sensitive receptor sites along Walters Road and Leisure Town Road. Construction workers would encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0333D, Volume 32, Number 3. JF - EPA number: 110152, Final EIS--510 pages and maps, Appendices--180 pages, Responses to Comments--180 pages, May 20, 2011 PY - 2011 KW - Roads and Railroads KW - Birds KW - Drainage KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Noise Standards Violations KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/871765673?accountid=14244 L2 - http://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=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.title=JEPSON+PARKWAY+PROJECT%2C+SOLANO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - California Department of Transportation, Oakland, California; DOT N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WHITE ELK MILITARY OPERATIONS AREA, UTAH. AN - 871765649; 14912 AB - PURPOSE: The establishment of a new U.S. Air Force military operations area (MOA) linked to the Utah Test and Training Range (UTTR) airspace in Utah is proposed. Due to scheduling priorities and testing demands, existing UTTR airspace cannot support the full training requirements of the F-16 fighter aircraft associated with the 388th and 419th Fighter Wings at Hill Air Force Base (AFB). The F-16 pilots at Hill AFB form an integral part of the Air Force's Aerospace Expeditionary Force, expected to deploy to fight around the world. State-of-the-art aerial combat, close air support, and surface attack missions by F-16 fighters require highly tuned offensive and defensive pilot skills best practiced at operationally realistic speeds and altitudes. Combat readiness requires training airspace configured and sized to allow pilots to practice current tactics at supersonic speeds and make full use of the F-16's capabilities. Due to the current limitations for the UTTR, 10 to 15 percent of the training requirements are unmet. The proposed MOA would permit full training with respect to the current capabilities of the F-16 and its systems. The new White Elk MOA would extend from 14,000 feet above mean sea level (MSL) to 18,000 feet above MSL and would directly underlie all but the southwest corner of the existing Currie/Tippet Air Traffic Control Assigned Airspace (ATCAA) from 18,000 to 58,000 feet above MSL. The proposal would include training flights in the White Elk MOA, increased operations in the existing ATCAA airspace, use of chaff and flares in the MOA and ATCAA, and supersonic flight in the overlying ATCAA. Pilots would train in all weather and visibility conditions, including night flights after dark and after environmental night (10:00 pm to 7:00 am). The Air Force would also request the Federal Aviation Administration to extend allowable use of the Currie/Tippet ATCAA for more than eight weeks annually. In addition to the proposed action, this final EIS considers a No Action Alternative. POSITIVE IMPACTS: The expanded airspace would allow the 388th and 419th Fighter Wings to benefit from a complete training program, covering all the capabilities of the F-16. NEGATIVE IMPACTS: Annual sortie operations in the MOA/ATCAA airspace would total 9,590. Total annual use of the ATCAA airspace would increase up to 571 percent over baseline 2007 usage. Interactions between F-16 aircraft and gliders could occur, but scheduling would help to avoid conflicts. Sonic booms, which do not currently occur in the area, would result in an average of 10 booms per day within the entire airspace with one sonic boom that could be heard about once every two flying days at the center of the airspace. Noise heard in wilderness areas would increase, but remain low. Visual observance of contrails would increase as well. PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0370D, Volume 32, Number 4. JF - EPA number: 110151, 572 pages, May 20, 2011 PY - 2011 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Impact Assessment Methodology KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise Assessments KW - Safety KW - Sonic Booms KW - Visual Resources KW - Weapon Systems KW - Wildlife Surveys KW - Hill Air Force Base KW - Utah KW - Utah Test and Training Range UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/871765649?accountid=14244 L2 - http://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=2011-05-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WHITE+ELK+MILITARY+OPERATIONS+AREA%2C+UTAH.&rft.title=WHITE+ELK+MILITARY+OPERATIONS+AREA%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Air Combat Command, Langley Air Force Base, Virginia; AF N1 - Date revised - 2011-06-01 N1 - SuppNotes - Final. Preparation date: May 20, 2011 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Motorcycle right-of-way accidents--A literature review AN - 869811199; 14523787 AB - a- Two main causes are motorcycle's poor conspicuity and motorist's speed/distance judgment error. a- Riders/surroundings brightness contrast may be a more crucial determinant of conspicuity. a- Speed/distance judgment error is more common among older motorists. a- Motorcycle being less threatening than cars also contributes to speed/distance judgment error. The most typical automobile-motorcycle collision take places when an automobile manoeuvres into the path of an approaching motorcycle by violating the motorcycle's right of way (ROW). The present paper provides a comprehensive review of past research that examined motorcycle ROW accidents. Articles and publications were selected for relevance and research strength through a comprehensive search of major databases such as Transportation Research Information Services (TRIS), Compendex, and Medline. Two major causes of such a crash scenario are the lack of motorcycle conspicuity and motorist's speed/distance judgment error, respectively. A substantial number of studies have manipulated physical characteristics of motorcycles and motorcyclists to enhance conspicuity, along with research addressing motorists' gap-acceptance behaviours and arrival time judgments when confronting motorcycles. Although various conspicuity aids have proven effective, some researchers reported that motorcyclist's/motorcycle's brightness per se may be less important as a determinant of conspicuity than brightness contrast between the motorcyclists and the surroundings. Larger vehicles tended to be judged to arrive sooner than motorcycles. Such a speed/distance judgment error is likely attributable to some psychological effects such that larger automobiles appear more threatening than motorcycles. Older motorists particularly have difficulties in accurately estimating the distance and the speed of an approaching motorcycle. Research examining the effects of conspicuity measures on motorists' speed/distance judgments when confronting motorcycles has been rather inconclusive. Past research offers valuable insight into the underlying motorcycle ROW crash mechanisms. However, with ageing society and a rapid change in traffic composition (e.g., more larger motorcycles) in recent years, prior research findings should be updated. The present study finally provides recommendations for future research on motorcycle ROW accidents. JF - Accident Analysis & Prevention AU - Pai, Chih-Wei AD - Department of Transportation Technology and Management, Kainan University, Taoyuan County 33857, Taiwan, ROC, cpai@mail.knu.edu.tw Y1 - 2011/05// PY - 2011 DA - May 2011 SP - 971 EP - 982 PB - Elsevier Science, P.O. Box 800 Kidlington Oxford OX5 1DX UK VL - 43 IS - 3 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Right-of-way violation KW - Motorcycle conspicuity KW - Speed/distance judgment KW - Accidents KW - traffic KW - Transportation KW - Psychology KW - Reviews KW - Motor vehicles KW - prevention KW - Motorcycles KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/869811199?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%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Accident+Analysis+%26+Prevention&rft.atitle=Motorcycle+right-of-way+accidents--A+literature+review&rft.au=Pai%2C+Chih-Wei&rft.aulast=Pai&rft.aufirst=Chih-Wei&rft.date=2011-05-01&rft.volume=43&rft.issue=3&rft.spage=971&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2010.11.024 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2012-03-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Accidents; Transportation; traffic; Psychology; Motor vehicles; Reviews; prevention; Motorcycles DO - http://dx.doi.org/10.1016/j.aap.2010.11.024 ER - TY - JOUR T1 - A dynamic programming algorithm based on expected revenue approximation for the network revenue management problem AN - 864417804; 14363927 AB - Since American Airlines successfully applied revenue management (RM) to raise its revenue, RM has become a common technique in the airline industry. Due to the current hub-and-spoke operation of the airline industry, the focus of RM research has shifted from the traditional single-leg problem to the network-type problem. The mainstream approaches, bid price and virtual nesting, are faced with some limitations such as inaccuracy due to their suboptimal nature and operation interruption caused by the required updates. This study developed an algorithm to generate a seat control policy by approximating the expected revenue function in a dynamic programming (DP) model. In order to deal with the issue of dimensionality for the DP model in a network context, this study used a suitable parameterized function and a sampling concept to achieve the approximation. In the numerical experiment, the objective function value of the developed algorithm was very close to the one achieved by the optimal control. We believe that this approach can serve as an alternative to the current mainstream approaches for the network RM problem for airlines and will provide an inspiring concept for other types of multi-resource RM problems. JF - Transportation Review. Part E: Logistics and Transportation Review AU - Huang, Kuancheng AU - Liang, Yu-Tung AD - Department of Transportation Technology and Management, National Chiao Tung University, No. 1001, Ta Hsueh Road, Hsinchu 300, Taiwan Y1 - 2011/05// PY - 2011 DA - May 2011 SP - 333 EP - 341 PB - Elsevier Science, P.O. Box 800 Kidlington Oxford OX5 1DX UK VL - 47 IS - 3 SN - 1366-5545, 1366-5545 KW - Sustainability Science Abstracts KW - Revenue management KW - Seat control policy KW - Dynamic programming KW - Transportation KW - airlines KW - Reviews KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/864417804?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%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Review.+Part+E%3A+Logistics+and+Transportation+Review&rft.atitle=A+dynamic+programming+algorithm+based+on+expected+revenue+approximation+for+the+network+revenue+management+problem&rft.au=Huang%2C+Kuancheng%3BLiang%2C+Yu-Tung&rft.aulast=Huang&rft.aufirst=Kuancheng&rft.date=2011-05-01&rft.volume=47&rft.issue=3&rft.spage=333&rft.isbn=&rft.btitle=&rft.title=Transportation+Review.+Part+E%3A+Logistics+and+Transportation+Review&rft.issn=13665545&rft_id=info:doi/10.1016%2Fj.tre.2010.11.005 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2011-11-01 N1 - Last updated - 2015-03-19 N1 - SubjectsTermNotLitGenreText - Transportation; Reviews; airlines DO - http://dx.doi.org/10.1016/j.tre.2010.11.005 ER - TY - JOUR T1 - Impact of I-35W Bridge Failure on State Transportation Agency Bridge Inspection and Evaluation Programs AN - 1315642650; 14871663 AB - The unfortunate collapse of the I-35W Bridge in Minneapolis, Minnesota in August 2007 has brought bridge safety to the forefront of the public. The immediate reaction to the incident was focused on highway bridge inspection and evaluation practices, especially related to inspection and evaluation of gusset plates on truss bridges. There were several directives from federal and state authorities to address these issues in the short-term and long-term. The short-term directives were to address the inspection and evaluation of gusset plates on truss bridges similar to the collapsed I-35W bridge. For the long-term, Congress and the bridge industry have focused on reviewing current practices in bridge inspection and bridge management, identifying gaps and issues with current practices and policies that can be improved in the future, and providing methodologies to effectively utilize available limited resources using risk based methodologies. This paper will discuss these issues from the owners' perspective based on the authors' involvement and experience in working with state and other transportation agencies on such issues. JF - Reston, VA: ASCE Proceedings of the 2011 World Environmental and Water Resources Congress; May 22.26, 2011 Palm Springs, California, d 20110000 AU - Alampalli, S AU - Rehm, K C AD - Director, Structures Evaluation Services Bureau, New York State Department of Transportation, Albany, NY 12232. Y1 - 2011/05// PY - 2011 DA - May 2011 SP - 1019 EP - 1026 PB - American Society of Civil Engineers KW - Water Resources Abstracts; ASFA 2: Ocean Technology Policy & Non-Living Resources KW - Bridge failures KW - Highway bridges KW - Minnesota KW - USA, Minnesota, Minneapolis KW - Resource management KW - Bridges KW - Safety KW - USA, Nevada, Las Vegas KW - Collapse KW - USA, Nevada KW - USA, Minnesota KW - Linear Alkyl Sulfonates KW - Evaluation KW - Risk KW - Transportation KW - Governments KW - Inspection KW - Highways KW - SW 5080:Evaluation, processing and publication KW - Q2 09161:General UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1315642650?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%3Awaterresources&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Reston%2C+VA%3A+ASCE+Proceedings+of+the+2011+World+Environmental+and+Water+Resources+Congress%3B+May+22.26%2C+2011+Palm+Springs%2C+California+%7Cd+20110000&rft.atitle=Impact+of+I-35W+Bridge+Failure+on+State+Transportation+Agency+Bridge+Inspection+and+Evaluation+Programs&rft.au=Alampalli%2C+S%3BRehm%2C+K+C&rft.aulast=Alampalli&rft.aufirst=S&rft.date=2011-05-01&rft.volume=&rft.issue=&rft.spage=1019&rft.isbn=9780784411711&rft.btitle=&rft.title=Reston%2C+VA%3A+ASCE+Proceedings+of+the+2011+World+Environmental+and+Water+Resources+Congress%3B+May+22.26%2C+2011+Palm+Springs%2C+California+%7Cd+20110000&rft.issn=&rft_id=info:doi/10.1061%2F41171%28401%2990 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2013-06-01 N1 - Last updated - 2017-02-01 N1 - SubjectsTermNotLitGenreText - Resource management; Bridges; Governments; Evaluation; Risk; Transportation; Safety; Collapse; Inspection; Highways; Linear Alkyl Sulfonates; USA, Minnesota, Minneapolis; USA, Nevada, Las Vegas; USA, Nevada; USA, Minnesota DO - http://dx.doi.org/10.1061/41171(401)90 ER - TY - JOUR T1 - Exploring radio frequency identification technology's application in international distribution centers and adoption rate forecasting AN - 1010631808; 201211681 AB - Radio Frequency Identification Technology's (RFID) application in the global supply chain has seen increased attention, and international distribution centers (IDC) are now playing a more crucial role in the global supply chain operation. This paper adopts structure equation modeling (SEM) to investigate the impact of three factors mainly based on the technology acceptance model (TAM): perceived usefulness, perceived ease of use, and the social norm on the use intention of an IDC. Empirical results indicate that a revised TAM could explain the RFID acceptance behavior. Perceived ease of use, perceived usefulness, and the social norm are demonstrated to have an effect on RFID acceptance intention. The choice of RFID adoption is also impacted by the supply chain's stakeholders. Factors that affect the adoption intention of an IDC thus include customers and partners' request, government policy, and competitors that have already adopted RFID. Furthermore, the study adopts the binary Logit model based on the stated preference method's data to predict the possible adoption rate of the RFID system in the adoption intention of an IDC. This empirical study shows that significant statistical determinants influencing RFID acceptance are: system purchasing fixed cost, variable cost, and perceived usefulness. Our model also predicts that the penetration of RFID application in Taiwan's international distribution centers could hit the 25% adoption rate. The study provides several managerial implications and suggests future research directions. [Copyright Elsevier Inc.] JF - Technological Forecasting and Social Change AU - Cheng, Yung-Hsiang AU - Yeh, Yi-Ju AD - Department of Transportation & Communication Science Management, National Cheng Kung University No.1, University Road, Tainan City 701, Taiwan, R.O.C yhcheng@mail.ncku.edu.tw Y1 - 2011/05// PY - 2011 DA - May 2011 SP - 661 EP - 673 PB - Elsevier Science Publishing, Amsterdam The Netherlands VL - 78 IS - 4 SN - 0040-1625, 0040-1625 KW - Radio frequency identification technology User acceptance Technology acceptance model Structure equation modeling Logit model Adoption rate KW - Taiwan KW - Purchasing KW - Government Policy KW - Choices KW - Social Acceptance KW - Forecasting KW - Consumers KW - Interest Groups KW - Technology KW - article KW - 1772: sociology of science; sociology of technology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1010631808?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%3Asocabs&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Technological+Forecasting+and+Social+Change&rft.atitle=Exploring+radio+frequency+identification+technology%27s+application+in+international+distribution+centers+and+adoption+rate+forecasting&rft.au=Cheng%2C+Yung-Hsiang%3BYeh%2C+Yi-Ju&rft.aulast=Cheng&rft.aufirst=Yung-Hsiang&rft.date=2011-05-01&rft.volume=78&rft.issue=4&rft.spage=661&rft.isbn=&rft.btitle=&rft.title=Technological+Forecasting+and+Social+Change&rft.issn=00401625&rft_id=info:doi/10.1016%2Fj.techfore.2010.10.003 LA - English DB - Sociological Abstracts N1 - Date revised - 2012-05-01 N1 - Last updated - 2016-09-28 N1 - CODEN - TFSCB3 N1 - SubjectsTermNotLitGenreText - Social Acceptance; Taiwan; Purchasing; Interest Groups; Consumers; Choices; Forecasting; Government Policy; Technology DO - http://dx.doi.org/10.1016/j.techfore.2010.10.003 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 9 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873133549; 14879-3_0009 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133549?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 8 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873133547; 14879-3_0008 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873133547?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 1 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873132961; 14879-3_0001 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132961?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 8 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132903; 14878-2_0008 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132903?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 7 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132902; 14878-2_0007 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132902?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 6 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132895; 14878-2_0006 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 5 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132889; 14878-2_0005 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 2 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132880; 14878-2_0002 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132880?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 15 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132556; 14878-2_0015 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132556?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 14 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132547; 14878-2_0014 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132547?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 13 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132537; 14878-2_0013 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132537?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 12 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132529; 14878-2_0012 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132529?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 11 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132523; 14878-2_0011 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132523?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 10 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132518; 14878-2_0010 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132518?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 6 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873132126; 14879-3_0006 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132126?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 5 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873132122; 14879-3_0005 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132122?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 4 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873132117; 14879-3_0004 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132117?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 3 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873132114; 14879-3_0003 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132114?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 2 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873132108; 14879-3_0002 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132108?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 9 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132022; 14878-2_0009 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132022?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 4 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132018; 14878-2_0004 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132018?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 3 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873132014; 14878-2_0003 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873132014?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 11 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873131795; 14879-3_0011 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131795?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 10 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873131791; 14879-3_0010 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131791?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 7 of 11] T2 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 873131787; 14879-3_0007 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. [Part 1 of 15] T2 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 873131415; 14878-2_0001 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873131415?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 3 PROJECT PLANNING STUDY, FROM NORTH OF US 50 TO SOUTH OF MD 32, ANNE ARUNDEL AND PRINCE GEORGE'S COUNTIES, MARYLAND. AN - 16385196; 14879 AB - PURPOSE: The improvement of the Maryland Route 3 (MD 3) corridor from north of US 50 to south of MD 32 in Anne Arundel and Prince George's counties, Maryland is proposed. The 9.28-mile MD 3 corridor provides a major north-south transportation facility in the southwestern portion of Anne Arundel County and the northeastern portion of Prince George's County. Traffic congestion, inadequate intersections, increased residential and commercial development, and the need for safe pedestrian and bicycle use of the corridor have accelerated the need for improvements to MD 3. A reevaluation of the 2004 draft EIS conducted in 2008 determined that the draft EIS remains valid and no supplemental EIS is required. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each build alternative has several interchange options. Alternative 3 would implement a boulevard concept, providing dualization of northbound MD 3 in Prince George's County, with existing southbound MD 3 being converted to a local service road. Three 11-foot lanes would be provided in each direction along the existing alignment through the remainder of the corridor, with continuous 16-foot auxiliary lanes and 10-foot shoulders where appropriate. Alternative 5 would implement a dualization concept as well, utilizing three, 11-foot lanes in each direction along existing MD 3 from US 50 to MD 424, with 16-foot auxiliary lands and 10-foot shoulders where appropriate. Dualization of southbound MD 3 from MD 424 to MD 32 would be included as part of the design, with existing northbound MD 3 converted to a local service road. The selected alternative is Alternative 3 with MD 450 interchange option A/B, Crawford/Cronson Boulevards interchange option A, MD 424 continuous flow intersection, Waugh Chapel/Reidel Road interchange option B modified, and MD 175/Millersville Road interchange option B modified. Construction costs are estimated at $651 million to $669 million. Right-of-way costs are estimated at $310 million. POSITIVE IMPACTS: The project would improve vehicular and pedestrian safety and travel within the MD 3 corridor, enhancing traffic flows on this important link in the Baltimore/Washington/Annapolis region. NEGATIVE IMPACTS: Right-of-way requirements for the selected alternative would result in the displacement of 10 residences, 15 businesses, 11.1 acres of wetlands, and 82.5 acres of forested land. The facility would traverse eight streams and 50.3 acres of floodplain. Construction workers would encounter at least 13 hazardous materials sites. Fifteen residences would experience traffic-generated noise levels equal to or in excess of federal standards during the design year (2025). LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0442D, Volume 28, Number 4. JF - EPA number: 110123, 538 pages and maps, April 22, 2011 PY - 2011 KW - Roads and Railroads KW - Creeks KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16385196?accountid=14244 L2 - http://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=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.title=MD+3+PROJECT+PLANNING+STUDY%2C+FROM+NORTH+OF+US+50+TO+SOUTH+OF+MD+32%2C+ANNE+ARUNDEL+AND+PRINCE+GEORGE%27S+COUNTIES%2C+MARYLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baltimore, Maryland; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BANGERTER 600 WEST PROJECT, SALT LAKE COUNTY, UTAH. AN - 16375002; 14878 AB - PURPOSE: Transportation improvements on Bangerter Highway between Interstate 15 (I-15) and the Union Pacific Railroad (UPRR) line at about 900 West in the City of Draper in Salt Lake County, Utah are proposed. Bangerter Highway is the main east-west road that serves the southern end of the Salt Lake Valley west of I-15 and provides an important link between I-15 and I-80. Designed to be a limited-access facility with access only at major signalized intersections, Bangerter Highway currently has three travel lanes in each direction west of I-15 with a concrete median barrier separating the east and west travel lanes west of the signalized intersection at 200 West. The road is classified as a principal arterial because it carries large volumes of traffic (39,000 cars per day) within the study area between I-15 and the suburban communities in the southwestern Salt Lake Valley. Traffic congestion levels are increasing due to the commercial growth in the 200 West area and residential growth in the suburban communities. Projected traffic backups at the exit ramp for I-15 southbound to Bangerter Highway westbound and at the I-15/Bangerter Highway interchange indicate an increased risk of accidents in 2030. Four alternatives are analyzed in this draft EIS: a No Action Alternative, the 600 West Interchange with No Access at 200 West Alternative (Alternative 4E), the 600 West Interchange with Right Turns Only at 200 West Alternative (Alternative 4F), and the 600 West Interchange with 200 West Signal and No Left Turn Alternative (Alternative 4G). The action alternatives include a new right-turn lane from the I-15 southbound off ramps to Bangerter Highway, an additional westbound travel lane on Bangerter Highway from 200 West to the new 600 West interchange, a new grade-separated interchange on Bangerter Highway at 600 West, and two new five-lane arterial roads connecting the new 600 West interchange to 200 West. The Utah Department of Transportation has identified the 600 West Interchange with Right Turns Only at 200 West Alterative (Alternative 4F) as their preferred alternative. POSITIVE IMPACTS: Improvements to Bangerter Highway in the area of 600 West would help meet the projected travel demand in 2030 and improve safety and regional mobility. Converting existing signalized intersections to grade-separated interchanges would reduce congestion and the risk of accidents. Maintaining right turns at the 200 West intersection would reduce business-related impacts. NEGATIVE IMPACTS: Construction of the interchange and connecting roads could result in the loss of 0.04 acre of wetlands, disturbance of some migratory bird nesting habitat, and temporary disruption of utility services to local residents and businesses. Depending on the final design, partial or complete acquisition of a state surplus building could be required. In addition, there would be a partial acquisition of a parking area and of undeveloped private land. Loss of the signal at 200 West and the elimination of the left-turn lane could impact retail businesses located at the intersection. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 110122, 510 pages and maps, April 22, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-11-01-D KW - Highways KW - Land Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Wetlands KW - Utah KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16375002?accountid=14244 L2 - http://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=2011-04-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=BANGERTER+600+WEST+PROJECT%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Draft. Preparation date: April 22, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. [Part 5 of 5] T2 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 873127599; 14869-3_0005 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I-69 in Oakland and Genesee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties has resulted in the need to improve regional transportation facilities. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered include a No Build Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $133 million in year 2000 dollars. Due to lack of available funding, the No Build Alternative with transportation system management is the recommended alternative. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of 38 residences, 40 businesses and 12.5 acres of wetlands. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0188D, Volume 26, Number 2. JF - EPA number: 110113, 424 pages, April 15, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Hazardous Materials KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127599?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. [Part 4 of 5] T2 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 873127592; 14869-3_0004 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I-69 in Oakland and Genesee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties has resulted in the need to improve regional transportation facilities. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered include a No Build Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $133 million in year 2000 dollars. Due to lack of available funding, the No Build Alternative with transportation system management is the recommended alternative. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of 38 residences, 40 businesses and 12.5 acres of wetlands. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0188D, Volume 26, Number 2. JF - EPA number: 110113, 424 pages, April 15, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Hazardous Materials KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. [Part 3 of 5] T2 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 873127589; 14869-3_0003 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I-69 in Oakland and Genesee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties has resulted in the need to improve regional transportation facilities. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered include a No Build Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $133 million in year 2000 dollars. Due to lack of available funding, the No Build Alternative with transportation system management is the recommended alternative. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of 38 residences, 40 businesses and 12.5 acres of wetlands. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0188D, Volume 26, Number 2. JF - EPA number: 110113, 424 pages, April 15, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Hazardous Materials KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127589?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. [Part 2 of 5] T2 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 873127585; 14869-3_0002 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I-69 in Oakland and Genesee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties has resulted in the need to improve regional transportation facilities. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered include a No Build Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $133 million in year 2000 dollars. Due to lack of available funding, the No Build Alternative with transportation system management is the recommended alternative. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of 38 residences, 40 businesses and 12.5 acres of wetlands. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0188D, Volume 26, Number 2. JF - EPA number: 110113, 424 pages, April 15, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Hazardous Materials KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127585?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. [Part 1 of 5] T2 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 873127578; 14869-3_0001 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I-69 in Oakland and Genesee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties has resulted in the need to improve regional transportation facilities. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered include a No Build Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $133 million in year 2000 dollars. Due to lack of available funding, the No Build Alternative with transportation system management is the recommended alternative. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of 38 residences, 40 businesses and 12.5 acres of wetlands. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0188D, Volume 26, Number 2. JF - EPA number: 110113, 424 pages, April 15, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Hazardous Materials KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873127578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - M-15 FROM I-75 TO I-69, OAKLAND AND GENESEE COUNTIES, MICHIGAN. AN - 16385502; 14869 AB - PURPOSE: The improvement of 20 miles of Michigan Route 15 (M-15) between Interstate 75 (I-75) and I-69 in Oakland and Genesee counties, Michigan is proposed. M-15 is a two-lane rural highway with narrow shoulders and ditch drainage throughout most of its length. From Hubbard Road south to I-75, additional lanes are provided for right- and left-turn movements. From Cramberry Lake Road south, two through lanes are provided in each direction to match the cross-section of the bridge over I-75. Historically, the M-15 corridor was a low-density rural corridor with development focused around the communities of Ortonville and Goodrich. Rapid growth in the two counties has resulted in the need to improve regional transportation facilities. The proposed project would reconstruct M-15 to create two through travel lanes in each direction. Alternatives considered include a No Build Alternative, reconstruction of M-15 along the existing alignment, and new alignment alternatives. The preferred alternative is a mix of narrow boulevard, very narrow boulevard, and five-lane highway. Ramp modifications would take place at the I-75 interchange, but no changes would be undertaken at the interchange with I-69. Estimated cost of the project is $133 million in year 2000 dollars. Due to lack of available funding, the No Build Alternative with transportation system management is the recommended alternative. POSITIVE IMPACTS: The preferred alternative would provide for the needed additional capacity within the corridor and maximize safety and traffic flow, while minimizing impacts to wetlands and historic resources. Improved traffic flow would reduce emissions of air pollutants. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of 38 residences, 40 businesses and 12.5 acres of wetlands. The alignment of the facility would cross one lake, two ponds, four perennial streams, six intermittent streams, and five county drains. The facility would lie in an area providing habitat for one state-listed threatened species and three species of statewide special concern. Twelve historic sites potentially eligible for listing in the National Register of Historic Places would be affected. Construction activities could encounter as many as 31 hazardous materials sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0188D, Volume 26, Number 2. JF - EPA number: 110113, 424 pages, April 15, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-01-02-F KW - Air Quality KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Creeks KW - Hazardous Materials KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Wetlands KW - Wildlife Surveys KW - Michigan KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16385502?accountid=14244 L2 - http://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=2011-04-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.title=M-15+FROM+I-75+TO+I-69%2C+OAKLAND+AND+GENESEE+COUNTIES%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 15, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 33 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224406; 14855-9_0033 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224406?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 2 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224400; 14855-9_0002 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224400?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 40 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224397; 14855-9_0040 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224397?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 1 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224395; 14855-9_0001 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224395?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 6 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224388; 14855-9_0006 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 5 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224385; 14855-9_0005 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 4 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224384; 14855-9_0004 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 3 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224381; 14855-9_0003 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224381?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 18 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224302; 14855-9_0018 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 17 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224296; 14855-9_0017 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224296?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 16 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224290; 14855-9_0016 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 15 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224283; 14855-9_0015 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224283?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 14 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224281; 14855-9_0014 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 13 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224277; 14855-9_0013 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224277?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 12 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224272; 14855-9_0012 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224272?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 11 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224266; 14855-9_0011 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 27 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224264; 14855-9_0027 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 26 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224259; 14855-9_0026 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224259?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 10 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224258; 14855-9_0010 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224258?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 25 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224255; 14855-9_0025 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224255?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 9 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224250; 14855-9_0009 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224250?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 24 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224248; 14855-9_0024 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224248?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 23 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224242; 14855-9_0023 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224242?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 22 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224234; 14855-9_0022 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224234?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 21 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224227; 14855-9_0021 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 32 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224223; 14855-9_0032 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224223?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 20 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224219; 14855-9_0020 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224219?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 31 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224213; 14855-9_0031 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224213?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 19 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224209; 14855-9_0019 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224209?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 8 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224195; 14855-9_0008 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224195?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 7 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224189; 14855-9_0007 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 30 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224091; 14855-9_0030 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224091?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 29 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224083; 14855-9_0029 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 28 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868224076; 14855-9_0028 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868224076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 39 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223837; 14855-9_0039 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 39 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 38 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223832; 14855-9_0038 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223832?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 37 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223823; 14855-9_0037 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223823?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 36 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223817; 14855-9_0036 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223817?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 35 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223809; 14855-9_0035 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 9 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223628; 14863-7_0009 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 9 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223628?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 8 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223622; 14863-7_0008 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 8 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223622?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 7 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223615; 14863-7_0007 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 7 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223615?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 6 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223607; 14863-7_0006 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 6 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 5 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223592; 14863-7_0005 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 5 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 4 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223582; 14863-7_0004 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 4 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223582?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 3 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223571; 14863-7_0003 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 3 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223571?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. [Part 34 of 40] T2 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 868223282; 14855-9_0034 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223282?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 16 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223220; 14863-7_0016 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 16 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223220?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 15 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223201; 14863-7_0015 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 15 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223201?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 14 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223184; 14863-7_0014 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 14 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223184?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 13 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223175; 14863-7_0013 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 13 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223175?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 12 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223152; 14863-7_0012 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 12 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 11 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223142; 14863-7_0011 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 11 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 10 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868223133; 14863-7_0010 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 10 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868223133?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 2 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868222946; 14863-7_0002 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 2 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222946?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. [Part 1 of 16] T2 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 868222922; 14863-7_0001 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 VL - 1 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/868222922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ILLINOIS 336 (FEDERAL AID PRIMARY ROUTE 315) PROPOSED MACOMB BYPASS TO I-474, MCDONOUGH, FULTON, AND PEORIA COUNTIES, ILLINOIS. AN - 16384512; 14863 AB - PURPOSE: Transportation improvements within the Illinois (IL) 336 corridor from the proposed Macomb Bypass in McDonough County to Interstate 474 (I-474) west of Peoria, Illinois are proposed. The 60-mile-long project corridor includes parts of McDonough, Fulton, and Peoria counties and principal communities in and near the study area are Macomb, Canton, and Peoria. A No Build Alternative, which would incorporate all planned roadway improvements, and a Build Alternative are considered in this final EIS. Under the Build Alternative, the project would begin at the proposed Macomb Bypass and would be built as an expressway, except at the east end of the project where six miles would be constructed as freeway to accommodate the higher existing and projected future traffic volumes. Within the freeway section, access would only be allowed at grade-separated interchanges. Within the expressway section, at-grade intersections would be permitted at crossroads, and access would be permitted from residential and agricultural properties. From the bypass, the preferred alignment would extend east for 7.5 miles along 1400th Road to minimize farm severances. Just before the McDonough/Fulton County line, it would turn northeast and pass just south of Marietta. East of Marietta it would follow the existing IL 95 alignment across the Spoon River, and continue east on the IL 95 alignment for another four miles before heading northeast and bypassing Cuba just to the north. East of Cuba, the expressway would follow the County Highway 5 alignment for several miles, to just southwest of Canton, then pass Canton just west of the Illinois River Correctional Center and the Canton Airport, with an interchange at IL 9. Continuing north, the expressway would pass just east of the Illinois Department of Natural Resources Double T Conservation Area, then head northeast to join the IL 78 alignment in the vicinity of Norris before passing southeast of Farmington, continuing east and generally paralleling IL16, and finally moving north to connect with the Bellevue Stub, which would provide a connection to I-474 just west of Peoria. No timetable for real estate acquisition or construction has been established. POSITIVE IMPACTS: A four-lane divided highway between US 67 at Macomb and I-474 would complete the system linkage and route continuity of IL 336 from Quincy to Peoria and would provide more reliable and efficient transportation service across the project area, including improved access from the Peoria airport to destinations such as the meeting and conference facilities at Western Illinois University. Increased travel efficiency would reduce transportation costs and could prevent further economic decline in the area. NEGATIVE IMPACTS: The preferred alternative would require new right-of-way of 2,651 acres and would affect 2,015 acres of farmland, 157 acres of forest, and 4.1 acres of wetland. The highway would traverse 12 streams and 14 acres of floodplain. Displacements would include 26 residences and 4 commercial establishments. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 09-0306D, Volume 33, Number 3. JF - EPA number: 110107, Final EIS--351 pages and maps, Appendices--480 pages, April 8, 2011 PY - 2011 KW - Roads and Railroads KW - Creeks KW - Farmlands KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Roads KW - Soils Surveys KW - Traffic Control KW - Transportation KW - Vegetation Surveys KW - Wetlands KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16384512?accountid=14244 L2 - http://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=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.title=ILLINOIS+336+%28FEDERAL+AID+PRIMARY+ROUTE+315%29+PROPOSED+MACOMB+BYPASS+TO+I-474%2C+MCDONOUGH%2C+FULTON%2C+AND+PEORIA+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH CAPITOL STREET, INDEPENDENCE AVENUE TO MARTIN LUTHER KING, JR. AVENUE, WASHINGTON, DISTRICT OF COLUMBIA. AN - 16367567; 14855 AB - PURPOSE: Transportation improvements to the South Capitol Street Corridor, including the replacement of the Frederick Douglass Memorial Bridge over the Anacostia River, in the District of Columbia are proposed. The project would reconfigure South Capitol Street as an urban boulevard providing a grand, scenic gateway to the nation's capital. South Capitol Street was envisioned as one of the symbolic gateways to the city, but currently lacks any characteristics of its historic and intended function. As an urban freeway, it has become a conduit for through traffic at the expense of serving the needs of local residents and businesses. Transportation infrastructure is obsolete, in deteriorating condition, and fails to provide necessary connections to community destinations. Four alternatives, including a No Build Alternative, are considered in this final EIS. Under the preferred alternative, which is a refinement of Alternative 2 from the draft EIS, the project would: rebuild South Capitol Street as a six-lane boulevard west of the Anacostia River; reconstruct at-grade intersections along South Capitol Street at I, N, O, P, K, L and M streets; reconstruct the ramp from northbound South Capitol Street to Interstate 395 (I-395) as an at-grade intersection; construct a four-lane signalized traffic oval connecting South Capitol Street, Potomac Avenue and Q Street Southwest; and replace the existing Frederick Douglass Memorial Bridge with an arched bascule bridge that includes bicycle and pedestrian access. A traffic circle would be constructed at the eastern approach to the new bridge to connect South Capitol Street, Suitland Parkway and Howard Road Southeast. Anacostia Drive would be extended to the north gate entrance of the U.S. Naval Support Facility Anacostia and an access road would be constructed from Anacostia Drive to Howard Road and the traffic circle. The existing Suitland Parkway/I-295 interchange would be replaced with a two-lane loop ramp for I-295 southbound at Suitland Parkway and a new traffic signal at the merge point with Suitland Parkway. Additionally, the I-295 bridge over South Capitol Street would be reconstructed, the I-295 bridge over Howard Road would be widened, the Martin Luther King, Jr. (MLK) Avenue overpass at Suitland Parkway would be widened to accommodate a new multi-use trail, a single-point center ramp interchange would create new access between Suitland Parkway and MLK Avenue, the pedestrian over-pass over Suitland Parkway between Sheridan Road and Barry Farms would be reconstructed, and signed bicycle routes along New Jersey Avenue and throughout the project area would provide improved access to the Anacostia Riverwalk Trail, the riverfront, and historic Anacostia. Total construction costs are estimated at $806 million in fiscal year 2014 dollars. POSITIVE IMPACTS: Reconstruction would improve transportation safety, mobility, and access along the corridor. More complete connections between I-295 and Suitland Parkway, and Suitland Parkway and MLK Avenue would enhance regional and local multi-modal mobility, allowing local streets to serve local traffic. Ongoing economic development activities related to new housing, employment, and recreation opportunities would be supported. NEGATIVE IMPACTS: Construction impacts would include: travel pattern modifications for all modes of transportation; access changes; increased travel time; impacts to on-street parking; road closings; and temporary increases in noise levels, fugitive dust, and mobile source emissions. Right-of-way requirements would displace four commercial businesses. Nineteen hazardous waste sites would be encountered by construction workers and it is anticipated that some risk of subsurface contamination exists throughout the proposed construction area. Two historic resources, Suitland Parkway and the Plan of the City of Washington, would be adversely affected, but impacts would be mitigated. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 08-0202D, Volume 32, Number 2. JF - EPA number: 110099, Final EIS--645 pages, Comments (Appendix 1)--475 pages, April 8, 2011 PY - 2011 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-09-01-F KW - Bridges KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Traffic Control KW - Transportation KW - Urban Renewal KW - Anacostia River KW - District of Columbia KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 9 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367567?accountid=14244 L2 - http://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=2011-04-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.title=SOUTH+CAPITOL+STREET%2C+INDEPENDENCE+AVENUE+TO+MARTIN+LUTHER+KING%2C+JR.+AVENUE%2C+WASHINGTON%2C+DISTRICT+OF+COLUMBIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT N1 - Date revised - 2011-05-01 N1 - SuppNotes - Final. Preparation date: April 8, 2011 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 20 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224610; 14853-7_0020 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 - 20 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/868224610?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 19 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224609; 14853-7_0019 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 - 19 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/868224609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 27 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224580; 14853-7_0027 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 - 27 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/868224580?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 25 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224575; 14853-7_0025 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 - 25 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/868224575?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 30 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224558; 14853-7_0030 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 - 30 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/868224558?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 18 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224556; 14853-7_0018 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 - 18 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/868224556?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 29 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224553; 14853-7_0029 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 - 29 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/868224553?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 1 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224551; 14853-7_0001 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 - 1 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/868224551?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 17 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224550; 14853-7_0017 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 - 17 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/868224550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 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 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 16 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224545; 14853-7_0016 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 - 16 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/868224545?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 10 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224543; 14853-7_0010 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 - 10 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/868224543?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 15 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224540; 14853-7_0015 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 - 15 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/868224540?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 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 - 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 - 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 - 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 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 23 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224472; 14853-7_0023 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 - 23 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/868224472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 22 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224469; 14853-7_0022 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 - 22 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/868224469?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 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 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. [Part 8 of 30] T2 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 868224348; 14853-7_0008 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 - 8 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/868224348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 - JOUR T1 - Geoarchaeology of the Nehalem Spit; redistribution of beeswax galleon wreck debris by Cascadia earthquake and tsunami ( approximately A.D. 1700), Oregon, USA AN - 1648909268; 2015-009942 AB - A coincidence of the Beeswax galleon shipwreck (ca. A.D. 1650-1700) and the last Cascadia earthquake tsunami and coastal subsidence at approximately A.D. 1700 redistributed and buried wreck artifacts on the Nehalem Bay spit, Oregon, USA. Ground-penetrating radar profiles ( approximately 7 km total distance), sand auger probes, trenches, cutbank exposures (29 in number), and surface cobble counts (49 sites) were collected from the Nehalem spit ( approximately 5 km (super 2) area). The field data demonstrate (1) the latest prehistoric integrity of the spit, (2) tsunami spit overtopping, and (3) coseismic beach retreat since the A.D. 1700 great earthquake in the Cascadia subduction zone. Wreck debris was (1) initially scattered along the spit ocean beaches, (2) washed over the spit by nearfield tsunami (6-8 m elevation), and (3) remobilized in beach strandlines by catastrophic beach retreat. Historic recovery of the spit (150 m beach progradation) and modern foredune accretion (>5 m depth) have buried both the retreat scarp strandlines and associated wreck artifacts. The recent onshore sand transport might re-expose heavy ship remains in the offshore area if the wreck grounded in shallow water (<20 m water depth of closure). 2011 Wiley Periodicals, Inc. Abstract Copyright (2011), Wiley Periodicals, Inc. JF - Geoarchaeology AU - Peterson, Curt D AU - Williams, Scott S AU - Cruikshank, Kenneth M AU - Dube, John R Y1 - 2011/04// PY - 2011 DA - April 2011 SP - 219 EP - 244 PB - Wiley Interscience, New York, NY VL - 26 IS - 2 SN - 0883-6353, 0883-6353 KW - United States KW - tsunamis KW - dunes KW - geologic hazards KW - isotopes KW - erosion KW - ground-penetrating radar KW - subsidence KW - marine transport KW - Holocene KW - burial KW - artifacts KW - Cenozoic KW - Oregon KW - beaches KW - radioactive isotopes KW - transport KW - dates KW - carbon KW - sediments KW - Nehalem Spit KW - absolute age KW - shore features KW - archaeology KW - Quaternary KW - clastic sediments KW - geophysical methods KW - radar methods KW - Tillamook County Oregon KW - cobbles KW - coseismic processes KW - natural hazards KW - scarps KW - C-14 KW - spits KW - Cascadia subduction zone KW - earthquakes KW - 24:Quaternary geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1648909268?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Geoarchaeology&rft.atitle=Geoarchaeology+of+the+Nehalem+Spit%3B+redistribution+of+beeswax+galleon+wreck+debris+by+Cascadia+earthquake+and+tsunami+%28+approximately+A.D.+1700%29%2C+Oregon%2C+USA&rft.au=Peterson%2C+Curt+D%3BWilliams%2C+Scott+S%3BCruikshank%2C+Kenneth+M%3BDube%2C+John+R&rft.aulast=Peterson&rft.aufirst=Curt&rft.date=2011-04-01&rft.volume=26&rft.issue=2&rft.spage=219&rft.isbn=&rft.btitle=&rft.title=Geoarchaeology&rft.issn=08836353&rft_id=info:doi/10.1002%2Fgea.20349 L2 - http://www3.interscience.wiley.com/journal/36011/home LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2015, American Geosciences Institute. Reference includes data from John Wiley & Sons, Chichester, United Kingdom N1 - Date revised - 2015-01-01 N1 - Number of references - 49 N1 - PubXState - NY N1 - Document feature - illus. incl. sketch maps, 4 tables, sects. N1 - Last updated - 2015-01-29 N1 - SubjectsTermNotLitGenreText - absolute age; archaeology; artifacts; beaches; burial; C-14; carbon; Cascadia subduction zone; Cenozoic; clastic sediments; cobbles; coseismic processes; dates; dunes; earthquakes; erosion; geologic hazards; geophysical methods; ground-penetrating radar; Holocene; isotopes; marine transport; natural hazards; Nehalem Spit; Oregon; Quaternary; radar methods; radioactive isotopes; scarps; sediments; shore features; spits; subsidence; Tillamook County Oregon; transport; tsunamis; United States DO - http://dx.doi.org/10.1002/gea.20349 ER - TY - RPRT T1 - DESERTXPRESS HIGH-SPEED PASSENGER TRAIN: VICTORVILLE, CALIFORNIA TO LAS VEGAS, NEVADA. AN - 16385470; 14853 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 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/16385470?accountid=14244 L2 - http://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=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 -